BANGLADESH MARITIME

TRAINING INSTITUTE

Course Module

ABLE SEAFARER DECK RATINGS COURSE

Issue No. : 1 Issue Date: 1st JANUARY 2014

 Course Module
BANGLADESH MARITIME Able Seafarer Deck Ratings Issue Date:
TRAINING INSTITUTE (BMTI) Issue No.: 2
Course 1st JAN 2014

Introduction
An STCW II/5 Able Seafarer – Deck is a qualified rating at the STCW Support Level in the
deck department on seagoing vessels of 500GT or more. Duties include but are not limited to
standing navigational watches, security watches, maintaining the safety and security of the
ship its cargo and personnel and undertaking a range of practical seafarer skills including
rope work, anchoring, mooring activities and the general operation of the ship and its
systems.

The course covers lectures and practical exercises pursuant to the requirements prescribed in
Regulation II/5, Mandatory minimum requirements for certification of ratings as able seafarer
deck, of the 1978 STCW Convention, as amended, and Table A II/5, Specifications of
minimum standards of competence of ratings as able seafarer deck, of the STCW Code 2010
Manila Amendments in the following functions:

Function 1: Navigation at the support level

Function 2: Cargo handling and stowage at the support level
Function 3: Controlling the operation of the ship and care for persons onboard at the support,
level
Function 4: Maintenance and repair at the support level

COURSE AIMS & OBJECTIVES:

The course aims to enhance knowledge, understanding and practical skills of seafarers to
enable them to demonstrate the required competence to perform the functions at the
support level.
After the training, the participants shall be able to:

• contribute to a safe navigational watch

• contribute to berthing, anchoring and other mooring operations
• contribute to the handling of cargo and stores
• contribute to the safe operation of deck equipment and machinery
• apply occupational health and safety precautions
• apply precautions and contribute to the prevention of pollution of the marine
environment
• review the principle on how to operate survival craft and rescue boats and
• contribute to shipboard maintenance and repair.

COVERAGE / PROGRAM FOCUS:

1. Contribute to a safe navigational watch

2. Contribute to berthing, anchoring and other mooring operations
3. Contribute to the handling of cargo and stores
4. Contribute to the safe operation of deck equipment and machinery
5. Apply occupational health and safety precautions
6. Apply precautions and contribute to the prevention of pollution of the marine
environment
7. Operate survival craft and rescue boats
8. Contribute to shipboard maintenance and repair

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 Course Module
BANGLADESH MARITIME Able Seafarer Deck Ratings Issue Date:
TRAINING INSTITUTE (BMTI) Issue No.: 2
Course 1st JAN 2014

FACILITIES:

1. Facilities for theoretical part

Ordinary classroom of minimum 25 places, equipped with:
• Whiteboard
• PC computer
• Multimedia Projector with screen
• Demonstration table
Separate rooms, equipped with a table and chairs, will also be available to accommodate
three or four groups of trainees during case studies and other group assignments
2. Facilities for practical part: For the practical part of the course, all necessary
equipments are available.

ENTRY REQUIREMENT:

Deck Ratings who shall:

- Not less than 19 years of age.
- 12 months sea service after holding navigation watch rating certificate or 36 months
sea service as GP rating including 18 months sea in the deck department after holding
navigation watch rating certificate.
- Proficiency in Survival Craft and Rescue Boat certificate as per rule 15(1). (Govt. of the
People’s Republic of Bangladesh, Ministry of Shipping Notification – Dated 8th February
2011)
- Able Seafarer Deck certificate as per rule 20. (Govt. of the People’s Republic of
Bangladesh, Ministry of Shipping Notification – Dated 8th February 2011)
- Medical fitness as per rule 25 (Govt. of the People’s Republic of Bangladesh, Ministry of
Shipping Notification – Dated 8th February 2011).

COURSE CERTIFICATE:

The trainee who completes the course will be issued a Certificate of attendance certifying
that the holder meets or exceeds the level of knowledge specified in Section A-II/5
mandatory requirements for ratings as able seafarer deck and proficiency certificate will
be issued by Department of Shipping (DoS).

Bibliography
1. STCW CODE.
2. MARPOL
3. SOLAS
4. LSA CODE.
5. SHIP’S PMS SYSTEM.
6. ISM CODE
7. SEAMANSHIP TECHNIQUE-D.J.HOUSE

Course Module Revision

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 Course Module
BANGLADESH MARITIME Able Seafarer Deck Ratings Issue Date:
TRAINING INSTITUTE (BMTI) Issue No.: 2
Course 1st JAN 2014

DATE REV NO REMARKS SIGNATURE

Course Outline

Function 1: Navigation at the support level

REF. COMPETENCE HOURS

1.1 Contribute to a safe navigational watch 10.5
1.2 Contribute to berthing, anchoring and other mooring operations 7.5

Function 2: Cargo handling and stowage at the support level

REF. COMPETENCE HOURS

2.1 Contribute to the handling of cargo and stores 6

Function 3: Controlling the operation of the ship and care for persons on
board at the support level

REF. COMPETENCE HOURS

3.1 Contribute to the safe operation of deck equipment and machinery 19.5
3.2 Apply occupational health and safety precautions 12.75
3.3 Apply precautions and contribute to the prevention of pollution of the 3.75
marine environment
3.4 Operate survival craft and rescue boats Ancillary
course

Function 4: Maintenance and repair at the support level

REF. COMPETENCE HOURS

4.1 Contribute to shipboard maintenance and repair 10

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 Course Module
BANGLADESH MARITIME Able Seafarer Deck Ratings Issue Date:
TRAINING INSTITUTE (BMTI) Issue No.: 2
Course 1st JAN 2014

Course Content:
Chapter-1: Introduction, General.
5-14
Chapter-2: Contribute to a safe navigational watch , berthing, anchoring and other
15-50
mooring operations.
Chapter-3: Cargo and store handling
51-53
Chapter-4 : Operation of the ship and care for persons on board 54-62

Chapter-5 : Prevention of pollution of the marine environment

63-74

Chapter-6 : Survival craft and rescue boats

75-84
Chapter-7 : Shipboard maintenance and repair
84-96

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 Course Module
BANGLADESH MARITIME Able Seafarer Deck Ratings Issue Date:
TRAINING INSTITUTE (BMTI) Issue No.: 2
Course 1st JAN 2014

CHAPTER – 1
1. Introduction

Upon completion of this training program, the candidate will fulfil the the requirements prescribed
in Regulation II/5, Mandatory minimum requirements for certification of ratings as able
seafarer deck, of the 1978 STCW Convention, as amended, and Table A II/5,
Specifications of minimum standards of competence of ratings as able seafarer deck, of
the STCW Code 2010 Manila Amendments in the following functions:

Function 1: Navigation at the support level

Function 2: Cargo handling and stowage at the support level
Function 3: Controlling the operation of the ship and care for persons onboard at the
support,level
Function 4: Maintenance and repair at the support level

1.1 Common nautical terms

1. Definitions of common nautical terms e.g. deck, bridge, hold, hatch, tank, peaks, DB
tanks, bilge, anchors, windlass, winch, derrick etc. and

2. The application and relevance of these terms to ship

A
Abaft – Toward the stern, relative to some object ("abaft the fore hatch").

• Abaft the beam – Further aft than the beam: a relative bearing of greater than 90 degrees from the
bow: "two points abaft the port beam".
• Abeam – On the beam, a relative bearing at right angles to the centerline of the ship's keel.
• Adrift – Afloat and unattached in any way to the shore or seabed, but not under way. It implies that a
vessel is not under control and therefore goes where the wind and current take her (loose from
moorings, or out of place). Also refers to any gear not fastened down or put away properly. It can also
be used to mean "absent without leave".

Aft – Towards the stern (of the vessel).

• Aground – Resting on or touching the ground or bottom (usually involuntarily).

• Ahead – Forward of the bow.
• Aid to Navigation – (ATON) Any device external to a vessel or aircraft specifically intended to assist
navigators in determining their position or safe course, or to warn them of dangers or obstructions to
navigation.
• Aloft – In the rigging of a sailing ship. Above the ship's uppermost solid structure; overhead or high
above.

Alongside – By the side of a ship or pier.

• Amidships (or midships) – In the middle portion of ship, along the line of the keel.
• Anchor – An object designed to prevent or slow the drift of a ship, attached to the ship by a line or
chain; typically a metal, hook-like or plough-like object designed to grip the bottom under the body of
water (but also see sea anchor).
• Anchorage – A suitable place for a ship to anchor. Area of a port or harbor.
• Anchor ball – Round black shape hoisted in the forepart of a vessel to show that it is anchored.

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BANGLADESH MARITIME Able Seafarer Deck Ratings Issue Date:
TRAINING INSTITUTE (BMTI) Issue No.: 2
Course 1st JAN 2014

Anchor buoy – A small buoy secured by a light line to anchor to indicate position of anchor on
bottom.
• Anchor light – White light displayed by a ship at anchor. Two such lights are displayed by a ship over
150 feet (46 m) in length.
• Arc of Visibility – The portion of the horizon over which a lighted aid to navigation is visible from
seaward.
• Ashore – On the beach, shore or land.
• Astern – towards the stern (rear) of a vessel, behind a vessel.
• Asylum Harbour – A harbour used to provide shelter from a storm.
• Athwart, athwartships – At right angles to the fore and aft or centerline of a ship
• Avast – Stop! Cease or desist from whatever is being done.
• Awash – So low in the water that the water is constantly washing across the surface.
• Aweigh – Position of an anchor just clear of the bottom.

B
• Backstays – Long lines or cables, reaching from the stern of the vessel to the mast heads, used to
support the mast.
• Batten down the hatches – To prepare for inclement weather.
• Beaching – Deliberately running a vessel aground, to load and unload (as with landing craft), or
sometimes to prevent a damaged vessel sinking.
• Beacon – A lighted or unlighted fixed aid to navigation attached directly to the earth’s surface. (Lights
and daybeacons both constitute beacons.)
• Beam – The width of a vessel at the widest point, or a point alongside the ship at the mid-point of its
length.
• Beam ends – The sides of a ship. "On her beam ends" may mean the vessel is literally on her side and
possibly about to capsize; more often, the phrase means the vessel is listing 45 degrees or more.
• Bearing – The horizontal direction of a line of sight between two objects on the surface of the earth.
See also "absolute bearing" and "relative bearing".
• Bend – A knot used to join two ropes or lines. Also see hitch.
• Bight .
• Bilge – The bilge is the compartment at the bottom of the hull of a ship or boat where water collects
so that it may be pumped out of the vessel at a later time.
• Binnacle – The stand on which the ship's compass is mounted.
• Bitt – A post mounted on the ship's bow, for fastening ropes or cables.
• Bitter end – The anchor cable is tied to the bitts, when the cable is fully paid out, the bitter end has
been reached. The last part of a rope or cable.
• Block – A pulley or set of pulleys.
• Boat-hook – A pole with a hook on the end, used to reach into the water to catch buoys or other
floating objects.
• Boatswain or bosun – A non-commissioned officer responsible for the sails, ropes and boats on a ship
who issues "piped" commands to seamen.
• Bollard – From 'bol' or 'bole', the round trunk of a tree. A substantial vertical pillar to which lines may
be made fast. Generally on the quayside rather than the ship.
• Booby hatch – A sliding hatch or cover.
• Bow – The front of a ship.
• Bowline – A type of knot, producing a strong loop of a fixed size, topologically similar to a sheet bend.
Also a rope attached to the side of a sail to pull it towards the bow (for keeping the windward edge of
the sail steady).
• Bow thruster – A small propeller or water-jet at the bow, used for manoeuvring larger vessels at slow
speed. May be mounted externally, or in a tunnel running through the bow from side to side.
• Breakwater — A structure built on the forecastle of a ship intended to divert water away from the
forward superstructure or gun mounts.

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BANGLADESH MARITIME Able Seafarer Deck Ratings Issue Date:
TRAINING INSTITUTE (BMTI) Issue No.: 2
Course 1st JAN 2014

• Bridge – A structure above the weather deck, extending the full width of the vessel, which houses a
command centre, itself called by association, the bridge.
• Bulkhead – An upright wall within the hull of a ship. Particularly a watertight, load-bearing wall.
• Bulwark (pronounce nautical use) – The extension of the ship's side above the level of the weather
deck.
• Buoy – A floating object of defined shape and color, which is anchored at a given position and serves
as an aid to navigation.

C
• Cabin – an enclosed room on a deck or flat.
• Cable – A large rope.
• Capsize – When a ship or boat lists too far and rolls over, exposing the keel. On large vessels, this
often results in the sinking of the ship.
• Capstan – A large winch with a vertical axis. A full-sized human-powered capstan is a waist-high
cylindrical machine, operated by a number of hands who each insert a horizontal capstan bar in holes
in the capstan and walk in a circle. Used to wind in anchors or other heavy objects; and sometimes to
administer flogging over.
• Cardinal – Referring to the four main points of the compass: north, south, east and west. See also
"bearing".
• Chafing – Wear on line or sail caused by constant rubbing against another surface.
• Chafing gear – Material applied to a line or spar to prevent or reduce chafing.
• Chain locker – A space in the forward part of the ship, typically beneath the bow in front of the
foremost collision bulkhead, that contains the anchor chain when the anchor is secured for sea.
• Cleat – A stationary device used to secure a rope aboard a vessel.
• Coaming – The raised edge of a hatch, cockpit or skylight to help keep out water.
• Companionway – A raised and windowed hatchway in the ship's deck, with a ladder leading below
and the hooded entrance-hatch to the main cabins.
• Compass – Navigational instrument showing the direction of the vessel in relation to the Earth's
geographical poles or magnetic poles. Commonly consists of a magnet aligned with the Earth's
magnetic field, but other technologies have also been developed, such as the gyrocompass.
• Corrector – A device to correct the ship's compass, for example counteracting errors due to the
magnetic effects of a steel hull.

Counter – The part of the stern above the waterline that extends beyond the rudder stock culminating in a
small transom. A long counter increases the waterline length when the boat is heeled, so increasing hull
speed.

D
• Day beacon – An unlighted fixed structure which is equipped with a day board for daytime
identification.
• Dayboard – The daytime identifier of an aid to navigation presenting one of several standard shapes
(square, triangle, rectangle) and colors (red, green, white, orange, yellow, or black).
• Decks – the structures forming the approximately horizontal surfaces in the ship's general structure.
Unlike flats, they are a structural part of the ship.
• Directional light – A light illuminating a sector or very narrow angle and intended to mark a direction
to be followed.
• Displacement – The weight of water displaced by the immersed volume of a ship's hull, exactly
equivalent to the weight of the whole ship.
• Displacement hull – A hull designed to travel through the water, rather than planning over it.
• Draft or draught – The depth of a ship's keel below the waterline.

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BANGLADESH MARITIME Able Seafarer Deck Ratings Issue Date:
TRAINING INSTITUTE (BMTI) Issue No.: 2
Course 1st JAN 2014

E
• Echo sounding – Measuring the depth of the water using a sonar device. Also see sounding and
swinging the lead.

F
• Fairlead – A ring, hook or other device used to keep a line or chain running in the correct direction or
to prevent it rubbing or fouling.
• Fast – Fastened or held firmly (fast aground: stuck on the seabed; made fast: tied securely).
• Fathom (pronounced /ˈfæðəm/) – A unit of length equal to 6 feet (1.8 m), roughly measured as the
distance between a man's outstretched hands. Particularly used to measure depth.
• Fender – An air or foam filled bumper used in boating to keep boats from banging into docks or each
other.
• Fixed propeller – A propeller mounted on a rigid shaft protruding from the hull of a vessel, usually
driven by an inboard motor; steering must be done using a rudder. See also outboard motor and
sterndrive.
• Flare –

1. A curvature of the topsides outward towards the gunwale.

2. A pyrotechnic signalling device, usually used to indicate distress.

• Fluke – The wedge-shaped part of an anchor's arms that digs into the bottom.
• Following sea – Wave or tidal movement going in the same direction as a ship
• Fore, foreward – Towards the bow (of the vessel).
• Forestays – Long lines or cables, reaching from the bow of the vessel to the mast heads, used to
support the mast.
• Freeboard – The height of a ship's hull (excluding superstructure) above the waterline. The vertical
distance from the current waterline to the lowest point on the highest continuous watertight deck.
This usually varies from one part to another.

G
• Galley – the kitchen of the ship
• Gangplank – A movable bridge used in boarding or leaving a ship at a pier; also known as a "brow".
• Gangway – An opening in the bulwark of the ship to allow passengers to board or leave the ship.
• Give-way (vessel) – Where two vessels are approaching one another so as to involve a risk of
collision, this is the vessel which is directed to keep out of the way of the other.
• Global Positioning System – (GPS) A satellite based radio navigation system providing continuous
worldwide coverage. It provides navigation, position, and timing information to air, marine, and land
users.
• Ground – The bed of the sea.
• Grounding – When a ship (while afloat) touches the bed of the sea, or goes "aground" (qv).
• Gunwale – Upper edge of the hull.

H
• Halyard or halliard – Originally, ropes used for hoisting a spar with a sail attached; today, a line used
to raise the head of any sail.
• Harbor – A harbor or harbour, or haven, is a place where ships may shelter from the weather or are
stored. Harbours can be man-made or natural.
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BANGLADESH MARITIME Able Seafarer Deck Ratings Issue Date:
TRAINING INSTITUTE (BMTI) Issue No.: 2
Course 1st JAN 2014

• Hard – A section of otherwise muddy shoreline suitable for mooring or hauling out.
• Hatchway, hatch – A covered opening in a ship's deck through which cargo can be loaded or access
made to a lower deck; the cover to the opening is called a hatch.
• Hawse pipe, hawse-hole or hawse– The shaft or hole in the side of a vessel's bow through which the
anchor chain passes.
• Hawser – Large rope used for mooring or towing a vessel.
• Head – The toilet or latrine of a vessel, which in sailing ships projected from the bows
• Heave – A vessel's transient, vertical, up-and-down motion.
• Heaving to – Stopping a sailing vessel by lashing the helm in opposition to the sails. The vessel will
gradually drift to leeward, the speed of the drift depending on the vessel's design.
• Heeling – Heeling is the lean caused by the wind's force on the sails of a sailing vessel.
• Helmsman – A person who steers a ship
• Hitch – A knot used to tie a rope or line to a fixed object. Also see bend.
• Hull – The shell and framework of the basic flotation-oriented part of a ship.
• Hull-down – Of a vessel when only its upper parts are visible over the horizon.
• Hull speed – The maximum efficient speed of a displacement-hulled vessel.

I
• Inboard motor – An engine mounted within the hull of a vessel, usually driving a fixed propeller by a
shaft protruding through the stern. Generally used on larger vessels. Also see sterndrive and outboard
motor.
• Inboard-Outboard (I/O) drive – See sterndrive.
• In-water survey – a method of surveying the underwater parts of a ship while it is still afloat instead
of having to drydock it for examination of these areas as was conventionally done.

K
• Keel – The central structural basis of the hull
• Knot – A unit of speed: 1 nautical mile (1.8520 km; 1.1508 mi) per hour. Originally speed was
measured by paying out a line from the stern of a moving boat. The line had a knot every 47 feet
3 inches (14.40 m), and the number of knots passed out in 30 seconds gave the speed through the
water in nautical miles per hour.

L
• Lanyard – A rope that ties something off.
• Lateral system – A system of aids to navigation in which characteristics of buoys and beacons indicate
the sides of the channel or route relative to a conventional direction of buoyage (usually upstream).
• Lay – To come and go, used in giving orders to the crew, such as "lay forward" or "lay aloft". To direct
the course of vessel. Also, to twist the strands of a rope together.
• Lee side – The side of a ship sheltered from the wind (cf. weather side).
• Lee shore – A shore downwind of a ship. A ship which cannot sail well to windward risks being blown
onto a lee shore and grounded.
• Leeway – The amount that a ship is blown leeward by the wind. See also weatherly.
• Leeward (pronounced /ˈluːərd/ in nautical use) – In the direction that the wind is blowing towards.
• Length overall, LOA – the length of a ship.
• Lifebelt, lifejacket, life preserver or Mae West – A device such as a buoyant ring or inflatable jacket
which keeps a person afloat in the water.
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BANGLADESH MARITIME Able Seafarer Deck Ratings Issue Date:
TRAINING INSTITUTE (BMTI) Issue No.: 2
Course 1st JAN 2014

• Lifeboat –

1. Shipboard lifeboat, kept on board a vessel and used to take crew and passengers to safety in the
event of the ship being abandoned.
2. Rescue lifeboat, usually launched from shore, used to rescue people from the water or from vessels
in difficulty.

• Lifeline – A metal cable, usually coated with vinyl, which surrounds the vessel and helps keep crew
from falling overboard. Similar to a railing.
• Liferaft – An inflatable, covered raft, used in the event of a vessel being abandoned.
• Line – the correct nautical term for the majority of the cordage or "ropes" used on a vessel. A line will
always have a more specific name, such as mizzen topsail halyard, which describes its use.
• List – The vessel's angle of lean or tilt to one side, in the direction called roll. Typically refers to a lean
caused by flooding or improperly loaded or shifted cargo (as opposed to 'heeling', which see).
• Loaded to the gunwales – Literally, having cargo loaded as high as the ship's rail; also means
extremely drunk.
• Lubber line – A vertical line inside a compass case indicating the direction of the ship's head.

M
• Magnetic bearing – An absolute bearing using magnetic north.
• Magnetic north – The direction towards the North Magnetic Pole. Varies slowly over time.
• Making way – When a vessel is moving under its own power.
• Marina – a docking facility for small ships and yachts.
• Marlinspike – A tool used in ropework for tasks such as unlaying rope for splicing, untying knots, or
forming a makeshift handle.
• Master – Either the commander of commercial vessel or a senior officer of a naval sailing ship in
charge of routine seamanship and navigation but not in command during combat.
• Mess – An eating place aboard ship. A group of crew who lives and feed together.
• Monkey's fist – a ball woven out of line used to provide heft to heave the line to another location.
The monkey fist and other heaving-line knots were sometimes weighted with lead.
• Moor – to attach a boat to a mooring buoy or post. Also, to a dock a ship.

N
• Nautical mile – A distance of 1.852 kilometres (1.151 mi). Approximately the distance of one minute
of arc of latitude on the Earth's surface. A speed of one nautical mile per hour is called a knot.
• Navigation rules – Rules of the road that provide guidance on how to avoid collision and also used to
assign blame when a collision does occur.

O
• Outboard motor – A motor mounted externally on the transom of a small boat. The boat may be
steered by twisting the whole motor, instead of or in addition to using a rudder.
• Outward bound – To leave the safety of port, heading for the open ocean.
• Overwhelmed – Capsized or foundered.

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BANGLADESH MARITIME Able Seafarer Deck Ratings Issue Date:
TRAINING INSTITUTE (BMTI) Issue No.: 2
Course 1st JAN 2014

P
• Pennant – A long, thin triangular flag flown from the masthead of a military ship (as opposed to a
burgee, the flags thus flown on yachts).
• Pilot – Navigator. A specially knowledgeable person qualified to navigate a vessel through difficult
waters, e.g. harbor pilot etc.
• Pitch – A vessel's motion, rotating about the beam/transverse axis, causing the fore and aft ends to
rise and fall repetitively.
• Pitchpole – To capsize a boat end over end, rather than by rolling over.
• Planing – When a fast-moving vessel skims over the water instead of pushing through it.
• Pontoon – A flat-bottomed vessel used as a ferry, barge, car float or a float moored alongside a jetty
or a ship to facilitate boarding.

• Port – Towards the left-hand side of the ship facing forward (formerly Larboard). Denoted with a red
light at night.
• Porthole or port – an opening in a ship's side, esp. a round one for admitting light and air, fitted with
thick glass and, often, a hinged metal cover, a window
• Port tack – When sailing with the wind coming from the port side of the vessel. Must give way to
boats on starboard tack.
• Propeller walk or prop walk – tendency for a propeller to push the stern sideways. In theory a right
hand propeller in reverse will walk the stern to port.

Q
• Quarterdeck – The aftermost deck of a warship. In the age of sail, the quarterdeck was the preserve
of the ship's officers.
• Quayside – Refers to the dock or platform used to fasten a vessel to

R
• Radar – Acronym for RAdio Detection And Ranging. An electronic system designed to transmit radio
signals and receive reflected images of those signals from a "target" in order to determine the bearing
and distance to the "target".
• Radar reflector – A special fixture fitted to a vessel or incorporated into the design of certain aids to
navigation to enhance their ability to reflect radar energy. In general, these fixtures will materially
improve the visibility for use by vessels with radar.
• Railing – A metal tube on powerboats and some sailboats that keeps crew from falling
overboard. Similar function to lifelines on a sailboat.
• Range lights – Two lights associated to form a range (a line formed by the extension of a line
connecting two charted points) which often, but not necessarily, indicates the channel centerline. The
front range light is the lower of the two, and nearer to the mariner using the range. The rear light is
higher and further from the mariner.
• Reef

1. Reef: To temporarily reduce the area of a sail exposed to the wind, usually to guard against adverse
effects of strong wind or to slow the vessel.
2. Reef: Rock or coral, possibly only revealed at low tide, shallow enough that the vessel will at least
touch if not go aground.

• Relative bearing – A bearing relative to the direction of the ship: the clockwise angle between the
ship's direction and an object. See also absolute bearing and bearing.
• Rigging – The system of masts and lines on ships and other sailing vessels.
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BANGLADESH MARITIME Able Seafarer Deck Ratings Issue Date:
TRAINING INSTITUTE (BMTI) Issue No.: 2
Course 1st JAN 2014

• Rode – The anchor line, rope or cable connecting the anchor chain to the vessel. Also Anchor Rode.
• Roll – A vessel's motion rotating from side to side, about the fore-aft/longitudinal axis. List (qv) is a
lasting tilt in the roll direction.
• The ropes – the lines in the rigging.

S
• Scuppers – Originally a series of pipes fitted through the ships side from inside the thicker deck
waterway to the topside planking to drain water overboard, larger quantities drained through freeing
ports, which were openings in the bulwarks.
• Scuttle – A small opening, or lid thereof, in a ship's deck or hull.
• Scuttling – Cutting a hole in an object or vessel, especially in order to sink a vessel deliberately.
• Sea anchor – A stabilizer deployed in the water for heaving to in heavy weather. It acts as a brake and
keeps the hull in line with the wind and perpendicular to waves. Often in the form of a large bag made
of heavy canvas.
• Seacock – a valve in the hull of a boat.
• Seaworthy – Certified for, and capable of, safely sailing at sea.
• Sheer – The upward curve of a vessel's longitudinal lines as viewed from the side.
• Sheet – A rope used to control the setting of a sail in relation to the direction of the wind.
• Sextant – Navigational instrument used to measure a ship's latitude.
• Shoal – Shallow water that is a hazard to navigation.
• Shoal draught (draft) – Shallow draft, making the vessel capable of sailing in unusually shallow water.
• Shrouds – Standing rigging running from a mast to the sides of a ships.
• Skeg – A downward or sternward projection from the keel in front of the rudder. Protects the rudder
from damage, and in bilge keelers may provide one "leg" of a tripod on which the boat stands when
the tide is out.
• Skipper – The captain of a ship.
• Sonar – A method of using sound pulses to detect, range and sometime image underwater targets
and obstacles, or the bed of the sea.
• Sounding – Measuring the depth of the water. Traditionally done by swinging the lead, now
commonly by echo sounding.
• Spring – A line used parallel to that of the length of a craft, to prevent fore-aft motion of a boat, when
moored or docked.
• Splice – To join lines (ropes, cables etc.) by unravelling their ends and intertwining them to form a
continuous line. To form an eye or a knot by splicing.
• Stanchion – vertical post near a deck's edge that supports life-lines. A timber fitted in between the
frame heads on a wooden hull or a bracket on a steel vessel, approx one meter high, to support the
bulwark plank or plating and the rail.
• Stand-on (vessel) – A vessel directed to keep her course and speed where two vessels are
approaching one another so as to involve a risk of collision.
• Starboard – Towards the right-hand side of a vessel facing forward. Denoted with a green light at
night. Derived from the old steering oar or steerboard which preceded the invention of the rudder.
• Stem – The extension of keel at the forward end of a ship.
• Stern – The rear part of a ship, technically defined as the area built up over the sternpost, extending
upwards from the counter to the taffrail.
• Stopper knot – A knot tied in the end of a rope, usually to stop it passing through a hole; most
commonly a figure-eight knot.
• Strake – One of the overlapping boards in a clinker built hull.
• Swinging the compass – Measuring the accuracy in a ship's magnetic compass so its readings can be
adjusted – often by turning the ship and taking bearings on reference points.

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Course 1st JAN 2014

T
Tack -
1. A leg of the route of a sailing vessel, particularly in relation to tacking (qv) and to starboard tack
and port tack.
2. Hard tack:

• Tacking -

1. Zig-zagging so as to sail directly towards the wind (and for some rigs also away from it).
2. Going about (qv).

• Tiller – a lever used for steering, attached to the top of the rudder post. Used mainly on smaller
vessels, such as dinghies and rowing boats.
• Topsides – the part of the hull between the waterline and the deck. Also, Above-water hull
• Towing – The operation of drawing a vessel forward by means of long lines.
• Traffic Separation Scheme – Shipping corridors marked by buoys which separate incoming from
outgoing vessels. Improperly called Sea Lanes.
• Transom – a more or less flat surface across the stern of a vessel. Dinghies tend to have almost
vertical transoms, whereas yachts’ transoms may be raked forward or aft.
• Trim – Relationship of ship's hull to waterline.
• True bearing – An absolute bearing using true north.
• True north – The direction of the geographical North Pole.
• Turn – A knot passing behind or around an object.
• Turtling – The condition of a sailboat's (in particular a dinghy's) capsizing to a point where the mast is
pointed straight down and the hull is on the surface resembling a turtle shell.

• Under way – A vessel that is moving under control: that is, neither at anchor, made fast to the shore,
aground nor adrift.

V
• V-hull – The shape of a boat or ship which the shape of the hull comes to a straight line to the keel.

• Wake – The waves created by a moving vessel.

• Wash – Turbulence behind a vessel created by the prop(s) and/or the vessel itself.
• Watch – A period of time during which a part of the crew is on duty. Changes of watch are marked by
strokes on the ship's bell.
• Watercraft – Water transport vessels. Ships, boats, personal water craft etc.
• Waypoint – A location defined by navigational coordinates, especially as part of a planned route.
• Weigh anchor – To heave up (an anchor) preparatory to sailing.
• Wheel or ship's wheel – The usual steering device on larger vessels: a wheel with a horizontal axis,
connected by cables to the rudder.
• Wheelhouse – Location on a ship where the wheel is located; also called pilothouse or bridge.
• Wide berth – To leave room between two ships moored (berthed) to allow space for maneuver.
• Windage – Wind resistance of the boat.
• Windward – In the direction that the wind is coming from.

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• Windlass – A winch mechanism, usually with a horizontal axis. Used where mechanical advantage
greater than that obtainable by block and tackle was needed (such as raising the anchor on small
ships).

Y
• Yard – The horizontal spar from which a square sail is suspended.
• Yardarm – The very end of a yard. Often mistaken for a "yard", which refers to the entire spar. As in
to hang "from the yardarm" and the sun being "over the yardarm" (late enough to have a drink).
• Yaw – A vessel's rotational motion about the vertical axis, causing the fore and aft ends to swing from
side to side repetitively.

General Ship Knowledge

Functions of various parts and equipment

Terms and definitions related to ship’s form

Abeam

A bearing projected at right-angles from the fore and aft line, outwards from the widest part of the
ship (Figure 1.1).

Fig 1.1 – The ship is relation to its surroundings

Ahead

‘Right ahead’ is the line the fore and aft line, if projected, would extend in front of the vessel (Figure
1.1) opposite to the term ‘astern’, when used in relation to relative bearings. It may also be used as
an engine-room order to cause the engines to turn in order to move the ship ahead.

Amidships
The middle of the vessel in both transverse and longitudinal directions. More commonly used as a
helm order, when it is usually shortened to ‘midships’.

Athwartships
Defined as ‘in a direction’ from one side of the ship to the other, at rightangles to the fore and aft
line.

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TRAINING INSTITUTE (BMTI) Issue No.: 2
Course 1st JAN 2014

CHAPTER 2
Watchkeeping and Bridge Operations
Lookouts

DUTIES OF THE LOOKOUT

The principal duty of the lookout is to maintain a continuous watch for all hazards that may
impair the safe navigation of the vessel. He is obliged to give his full uninterrupted attention
to this duty, reporting any of the following to the officer of the watch:

1. All ships irrespective of size or position in relation to the vessel on which he is sailing.
2. All navigation marks or lights.
3. All floating objects.
4. Any sightings of ice, no matter in what form.
5. Sandbanks or prominent navigational features.
6. Derelicts and any other hazard considered dangerous to navigation.
7. The malfunction of the ship’s lights, and their correct functioning at hourly intervals.

The lookout is also obliged to remain at his position until correctly relieved of his duties. On
being relieved, he should acquaint his relief with relevant information concerning the items
he has reported.

The lookout has a very responsible job and his duties must never be taken lightly. Rule 2 of
the Regulations for Preventing Collisions at Sea states, ‘Nothing in these Rules shall
exonerate any vessel, or the owner,

Master or crew thereof, from the consequence of any neglect to comply with these Rules or
of the neglect of any precaution which may be required by the ordinary practice of seamen,
or by the special circumstances of the case’, and Rule 5,‘Every vessel shall at all times
maintain a proper lookout by sight and hearing as well as by all available means appropriate
in the prevailing circumstances and conditions so as to make a full appraisal of the situation
and of the risk of collision’.

Duties of A Ship’s Lookout

The main duties of a lookout are:
Detecting and reporting on ships, shipwrecks, debris, shipwrecked person, and
other navigational hazards. Reporting on possibilities of collision, stranding, and other
dangers to navigation. The lookout should remain at his position at all times until he is
relieved from his duties.

A lookout is a person at the ship’s bridge who maintains a continuous watch of the sea to
report any kind of hazard that can be an obstacle in the navigation and cause harm to the
ship. According to COLREG, a lookout is required to give his uninterrupted attention at all
times to the ship’s navigation in order to inform the officer on watch (OOW) about other
ships, shipwrecks, debris, floating objects etc.

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Though the job might sound simple, the duty of a lookout is a responsible one and should be
taken with utmost seriousness. Lookout helps in carrying out the duties of the officer on
watch (OOW) more efficiently.

The lookout should inform the officer on watch when he observes any of the
following:

• Any kind of floating object

• Navigation mark or lights
• Any type of distress signal from other ships or ports
• Land
• Ice, irrespective of size or form
• Any type of ship irrespective of its size
• Sandbags or prominent navigational features
• Problem with any of the ship’s navigation systems, including navigational lights
• Any kind of hazards or derelicts that can be dangerous to the ship’s navigation

The main duties of a lookout are:

• To give utmost attention through sight, hearing, and any other means in order to
assess any change in the operating environment
• Detecting and reporting on ships, shipwrecks, debris, shipwrecked person, and other
navigational hazards
• Reporting on possibilities of collision, stranding, and other dangers to navigation
• The lookout should remain at his position at all times until he is relieved from his
duties. On relieving, he should provide all the information to his reliever about things
that he has reported.

The job of lookout is mostly carried out by Able Seaman (AB) or Ordinary seaman (OS) of
the ship. However, it is to note that the lookout duties cannot be shared with other works.

Today, the job of a lookout is of utmost importance on ships plying in piracy affected
areas.

3.2 Watchkeeping

Different lights and shapes for navigational purpose

Nav Lights & Shapes provides Master and crew of recreational and commercial vessels with a quick
reference tool to help them identify vessels in their vicinity and the activities they are engaged in, as
specified in Part C: “Lights and Shapes” (Rules 20-31) of the International Regulations for Preventing
Collisions at Sea (IRPCS) or ColRegs.

While it is primarily the responsibility of the navigators, Marine Engineers who work at sea should
also understand the lights, shapes and sound signals used on ships. These indicate the length and
type of ship to others, and help navigators determine their responsibility and actions.
• There exists specific rules and responsibilities between vessels at sea, as dictated by the
International Regulations for Preventing Collisions at Sea 1972 (COLREGs).

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For example, a sailing vessel, must keep clear of a vessel constrained by her draft. But how does she
know that this is so? It becomes easy once we realize that the vessel constrained by her draft and
the sailing vessel must both display typical lights and shapes. It then becomes easy to determine
which the ‘give way’ vessel is, and action is taking accordingly.

The heights and arcs of visibility of each light are prescribed under the rules, and are subject to
survey and approval during the construction of the ship. The distance at which each light can be
seen at sea is also fixed; for example, a masthead light must be visible at six nautical miles. This is
true for all lights, shapes and sound signals for all ships worldwide.

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Distress Signals –Meaning and Response

The master of a ship at sea which is in a position to be able to provide assistance on

receiving information from any source that persons are in distress at sea, is bound to
proceed with all speed to their assistance, if possible informing them or the search and
rescue service that the ship is doing so. This obligation to provide assistance applies
regardless of the nationality or status of such persons or the circumstances in which they are
found. If the ship receiving the distress alert is unable or, in the special circumstances of the
case, considers it unreasonable or unnecessary to proceed to their assistance, the master
must enter in the log-book the reason for failing to proceed to the assistance of the persons
in distress, taking into account the recommendation of the Organization, to inform the
appropriate search and rescue service accordingly.

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Bridge equipment

With modern day facilities and automation, a ship today has several advanced navigation equipment
systems which give accurate data for the voyage.

Herein, we have enlisted 30 types of navigational equipment, both old and new, which are present
on all merchant ships.

1. Gyro Compass: It is used for finding the right direction. Unlike magnetic compass, gyro compass
is not hampered by external magnetic field. It is used to find correct North Position, which is also
the earth’s rotational axis. Its repeater system must be present in the steering platform for
emergency steering.

2. Radar: It is used to determine the distance of the ship from land, other ships, or any floating
object out at sea.

3. Magnetic Compass: The magnetic compass work in conjunction with the magnetic field of the
earth. It is used to get planned direction for the voyage.
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4. Auto Pilot: It is a combination of hydraulic, mechanical, and electrical system and is used to
control the ship’s steering system from a remote location (Navigation bridge).

5. Rudder Angle Indicator: Rudder angle indicator, as the name indicates, provide the angle of the
rudder. The display is provided on bridge to control the rate of turn and rudder angle of the ship.

6. Navigational Lights: Nav Lights & Shapes provides Master and crew of recreational and
commercial vessels with a quick reference tool to help them identify vessels in their vicinity and the
activities they are engaged in, as specified in Part C: “Lights and Shapes” (Rules 20-31) of the
International Regulations for Preventing Collisions at Sea (IRPCS) or ColRegs.

7. Ship Whistle: A ship’s horn is known as whistle and it is generally provided in duplicate. One is
driven by air and the other is electrically operated.

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8. Daylight Signaling Lamp: They are light signaling devices used for emergency signaling in the day
time.

9. Forecastle Bell: It is used to mark the presence of the ship in fog or bad weather and sound the
alarm in case of any emergency.

10. Maneuvering Booklet: In this booklet the performance of the propulsion plant and the ship
during maneuvering in different weathers and situations is recorded for quick reference.

11. Black Ball Shape: It is a day time signaling shape used to determine the characteristics of vessel
with different arrangement of ball shapes. For e.g. a vessel at anchor will show a blackball at
foremost end of the forecastle.

12. Record of Navigation Activities: All the navigational activities must be recorded and kept on
board for ready reference. This is a mandatory and the most important log book.

13. Record of Maintenance of Navigational Equipment: Hard copy of the record must be present
onboard ships for ready reference of port and regulatory authorities and must be signed by master
and duty officers of the ship.

14. Wheelhouse Posters: Present in the Navigation bridge, it displays a detailed information of
maneuvering characteristics of the ship.

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15. Transmitting Heading Devise: They are used to display the information of the vessel’s true
heading.

16. Black Diamond Shape: When the ship is being towed or when a vessel is unable to maneuvers on
itself, a black diamond shape is shown during the day time.

17. Ship Flags: Various types of ship flags with different colors and signs are used to indicate a ship’s
position. Signal flags are they are commonly known, have been used since the ancient times and are
still used on all vessels.

Handover/Take over navigational watch duties:

Lookout Duties Relieve the watch - Your duty starts before you relieve the watch, because
you should report to your station at least 15 minutes early so that you will be alert and well
prepared to relieve the person who was on watch before you. Arriving early also gives your
eyes time to adapt to darkness when standing watches at night, and allows you time to receive
the "pass down" of information from the person you are relieving. On larger ships the lookout
watch may be rotated as frequently as once every hour or two. To relieve the lookout watch,
you should want the following information from the lookout you are relieving: • What
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Course 1st JAN 2014

contacts are visible and have been reported to the officer on watch in the wheelhouse. • What
contacts has the officer on watch ordered to be watched and amplifying reports are required if
there is any change in relative position. • What have the weather conditions been. • Is all
lookout equipment is good working order. • Any special circumstances or instructions that
you should know about. When you are ready, relieve the lookout and assume the duties of the
lookout watch.

Steering the vessel

We are all familiar with the use of a rudder, which helps in turning a ship as and when
required. Rudders are the principal system for the entire motion and control of the ships. But
we mustn’t forget that the entire rudder action is dependent on another pivotal system called
the Steering Gear.
In the merchant navy, the person at the helm is usually an able seaman, particularly during ship
arrivals, departures, and while maneuvering in restricted waters or other conditions requiring
precise steering. An ordinary seaman is commonly restricted to steering in open waters.
Moreover, military ships may have a seaman or quartermaster at the helm.
A professional helmsman maintains a steady course, properly executes all rudder orders, and
communicates to the officer on the bridge using navigational terms relating to ship's heading and
steering. A helmsman relies upon visual references, a magnetic and gyrocompass, and a rudder
angle indicator to steer a steady course. The mate or other officer on the bridge directs the
helmsman aboard merchant or navy ships.
Clear and exact communication between the helmsman and officer on the bridge is essential to
safe navigation and ship handling. Subsequently, a set of standard steering commands,
responses by the helmsman, and acknowledgment by the conning officer are widely recognized
in the maritime industry. The helmsman repeats any verbal commands to demonstrate that the
command is heard and understood. The International Convention on Standards of Training,
Certification and Watchkeeping for Seafarers (STCW) requires that a helmsman be able to
understand and respond to helm orders in English.[1]
The proliferation of autopilot systems and the increased computerization of operations on a ship's
bridge lessen the need for helmsmen standing watch in open water

Helm commands
Helm orders or commands fall into two categories: rudder commands and heading commands. A
rudder command dictates changing the angle of the rudder, which is a single-event action.
Whereas steering a heading is a comparatively long event and will require ongoing or continuous
rudder adjustments.
The following are helm orders used in the United States Navy and United States Coast Guard:
Rudder

• Midships (Bring rudder angle to 0 degrees)

• Meet Her (Counter steer to stop the movement or swing of the ship's bow)
• Hard rudder (Used infrequently, such as emergencies, when maximum rudder is required)
• Left or right standard rudder (~20 degrees. Varies per ship)
• Shift your rudder (Steer the same number of degrees but opposite rudder angle)

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Heading

• Steady as she goes (Steer as needed to continue current heading)

• Steady on a course (Steer as needed to bring ship on desired course)

• Standard Wheel Orders

•
• The art of steering a ship can be gained by practice. The ship’s head, rudder and
steering wheel all turn the same way, that is, to turn the ship to starboard one must turn
the wheel to starboard. The angle of turn given to the rudder is shown in degrees on the
helm indicator situated forward of the wheel.
•
• All orders received by the helmsman are to be repeated twice; once when the order
is received and again when the order has been carried out. This is to ensure that the
helmsman has both understood and carried out the orders correctly.
•
• Here are some standard wheel orders taken from the Standard Marine
Communication Phrases (SMCP) list:
•
Order Meaning
Midships Rudder to be held in the fore and aft position

Port five 5° of port rudder to be held.

Port ten 10° of port rudder to be held.
Port fifteen 15° of port rudder to be held.
Port twenty 20° of port rudder to be held.
Port twenty-five 25° of port rudder to be held.
Hard-a-port Rudder to be held fully over to port.
Starboard five 5° of starboard rudder to be held.
Starboard ten 10° of starboard rudder to be held.
Starboard fifteen 15° of starboard rudder to be held.
Starboard twenty 20° of starboard rudder to be held.
Starboard twenty-five 25° of starboard rudder to be held.
Hard-a-starboard Rudder to be held fully over to starboard.
Ease to five Reduce amount of rudder to 5° and hold.
Ease to ten Reduce amount of rudder to 10° and hold.
Ease to fifteen Reduce amount of rudder to 15° and hold.
Ease to twenty Reduce Amount of rudder to 20° and hold.
Steady Reduce swing as rapidly as possible.
Steady as she goes Steer a steady course on the compass heading
indicated at the time of the order. The helmsman is
to repeat the order and call out the compass heading
on receiving the order. When the ship is stead on that
heading, the helmsman is to call out: “Stead…”

Relieving the helm

Helmsmen of merchant and military ships that are underway stand watch at the helm for a set
period of time before being relieved by another watchstander. The person being relieved will
complete any course change or other critical maneuver that is in progress before handing over
the helm.

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Merchant Vessels

Helmsman on the bridge of a container ship on river trip. The helmsman steers to instruction of the pilot,
under the captain's control.
The helmsman handing over the helm will inform the relief helmsman of any rudder commands in
place and pertinent conditions. "Steering 180. We have oncoming traffic two points on the
starboard" for example. In addition, the current helmsman should inform the relief if there are any
peculiarities affecting steerage. Similarly, the helmsman will also point out if he or she is steering
on a landmark, range, or navigational light. The relief helmsman is obligated to repeat the course
being steered or other rudder command in order to demonstrate an understanding of the
situation at the helm.
On merchant ships, it is taught at the various maritime academies that the proper way to relieve
the helm is for the helmsman being relieved to call out loudly the ship's course per gyro, course
per standard magnetic compass, steering mode, rudder angle, and the pump the vessel is
steering off of. The relief helmsman will then take the helm and repeat all the information to
ensure that he/she knows what to steer while on watch. An example of this would be:
Helmsman: "Helm is being relieved... steering two-four-eight per gyro, checking two-four-five per
standard. Helm is in hand, rudder amidships, steering off the port pump."
Relief: "Helm has been relieved... steering two-four-eight per gyro, checking two-four-five per
standard. Helm is in hand, rudder amidships, steering off the port pump."
The officer on watch will usually reply with "very well."

Safe berthing, anchoring and other mooring operations

Mooring operation is one of the important tasks that seafarers have to perform on ship’s
deck. Technically, the operation may seem simple but there are several dangerous
associated with it. As a seafarer, you must have heard about “Death Traps” on ships and
how crew members have lost lives during mooring operation.

Working on the ship’s deck is not an easy task. Deck crew has to consider various safety
precautions and understand working of deck machinery and systems, along with cargo
operation equipment. When it comes to mooring operations, additional precautions need to
be taken to ensure personal and crew members’ safety.

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Mentioned below are ten points that must be considered while handing mooring operation on
ships:

1. Don’t Allow Any Extra Crew Member on the Deck: Ensure that no extra personnel are
present at the mooring station except those who are involved in the operation. Anyone who
is not assisting in the mooring operation must be asked to leave the mooring station for
his/her and other’s safety.

2. Consider Weather Condition: Before planning the mooring operation, consider the
weather condition by taking factors such as wind and current. The ship’s master and
responsible officer must have the details of current and future weather data before
commencing the mooring operation.

3. Have knowledge of Snap Back Zone and Rope Bight: All personnel involved with the
mooring operation should be aware of the snap back zones and rope bight.

4. Check All the Mooring Equipment: Check all the equipment (mooring winch, drums,
windlass etc.) involved in the mooring operation for any kind of problem. Proper routine
maintenance is the key to ensure smooth running of mooring equipment and systems. Don’t
forget to check the load sensors of mooring winches.

5. Check the Tail of Mooring Line: If the mooring wire line is provided with tail (short
lengths of synthetic fiber rope which are placed in series with the vessel’s winch-mounted
wires to decrease mooring line stiffness and thus to reduce peak line loads and fatigue due
to vessel motions) ensure same size and material of tails are used for all lines in the same
service (breast, spring and head lines). Different tail size and material would lead to uneven
load in the mooring line.

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6. Tend One Line at a Time: Only one line should be tended at a time during mooring
operation. If this is not done, it may increase the load in the other tended lines. If two lines
are tended together it may lead to overloading and breakage. Follow the orders of the
master or responsible ship officer properly to avoid any kind of mishap.

7. Keep a Check on the Mooring Line Load: Ensure that the allowable breaking load in
any of the mooring lines does not increase 55% of its Maximum Breaking Load (MBL). This
is to prevent the line from breaking.

8. Avoid Mixed Mooring: Mixed mooring is extremely dangerous. Generally, mooring lines
of the same size and material should be used for all leads, if this is not possible due to the
available equipment, all lines in the same service, i.e. breast lines, spring lines, head lines
and stern lines should be of the same size and material. The use of mixed moorings
comprising full length synthetic ropes used in conjunction with wire should be avoided. If a
synthetic rope and a wire are used in the same service the wire will carry almost the entire
load while the synthetic rope carries practically none.

9. Keep a Continuous Check: Load on the mooring lines must be checked continuously
even after the mooring operation is over. If there is any change in the ship’s ballast
condition, the lines must be slacked or tightened accordingly. The condition of the rope
material should also be checked to foresee unfortunate accidents.

10. Arrange Mooring Lines Symmetrical: All mooring line must be arranged as
symmetrical as possible with the breast line. The breast line should be perpendicular to the
longitudinal centre line of the ship and the spring line should be parallel to the longitudinal
centre line.

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A typical mooring scheme

Number Name Purpose

1 Head line Keep forward part of the ship against the dock
2 Forward Breast Line Keep close to pier
3 Forward or Head Spring Prevent forward movement
4 Back or Aft Spring Prevent back movement
5 Aft Breast line Keep close to pier6Stern linePrevent forwards movement

Safety of crew during mooring operations

The Company’s Risk Assessment procedure shall be utilized to ensure that during all
anticipated mooring arrangements and equipment use, the safety of crew is ensured. As the
ship moves near the berth all mooring equipment need to tested for appropriate working
condition.

Fig: Anchor & mooring equipment

Tanker vessels engaging in different mooring patterns should be particularly careful with the
mooring arrangement and preparation onboard with particular emphasis on

1. Use of remote control position for operating winches (where applicable)

2. Clear layout on deck prior operations
3. The use of proper personal protective equipment
4. Identification and monitoring of dangerous zones during mooring operations
5. Quick and close communication between stations
6. Entering or leaving a port, berthing or anchoring are often dangerous
manoeuvres. Particular care and attention is required during mooring or

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TRAINING INSTITUTE (BMTI) Issue No.: 2
Course 1st JAN 2014

unmooring operations

7. A responsible officer should oversee the mooring operation, directing the crew under
his/her command
8. Heaving lines and mooring lines should be in sound and proper condition and laid out
for running, unless already wound on a mooring winch
9. Mooring lines with apparent chafing should not be used and should be marked as such
or removed
10. Lines should be properly coiled on a mooring winch
11. Bights, rope coils and running lines should be stayed off at a safe distance
12. The correct Personal Protective Equipment – please see section 2.8.4.1 Safe working
clothes – Personal Protective Equipment (PPE) – should be worn, including hard hats
and properly fitted clothing to prevent a crew member becoming caught up in the
lines
13. Communication equipment which does not interfere with other radio waves or bands
should be used.

If lines are provided by tugs, the attending officer must pay particular attention to
whether the lines show any indication of defects or damage. If so, the lines from the
tugs should be rejected and the vessel’s lines offered instead
14. Particular attention should be paid when other vessels pass by the moored vessel due
to the increased strain and tension on the vessel’s mooring lines caused by their surge
15. The use of both wire and polypropylene ropes at the same time should be avoided as
their elasticity differs
16. Winch operators should have an unobstructed view of the lines they are tending and
should adjust lines as necessary to avoid excessive and sudden weight on the lines
17. If the view of the winch operator is obstructed a signaller must be in attendance
18. Winch operators should not be responsible for any other tasks during mooring
operations.
19. The failure of only one piece of equipment or a failure to follow proper procedures
may result in severe personal injury or death. The Company will be exposed to
claims by the injured party or their dependants. Individuals whose fault is involved
may also face criminal investigations and possible prosecution.
20. Tanker vessels engaging in different mooring patterns/arrangements should carry out
a Formal Risk Assessment for each type, to assess and minimize the crew
associated with the operation. Such risk assessments are to be reviewed before
similar subsequent operations and any additional identified risks suitably managed
and recorded.

Mooring operation in port

The master should ensure that all important factors affecting safe mooring of the vessel
throughout the duration of port stay are monitored and recorded. These may include:

1. Weather conditions, both present and forecasted

2. Tide and Current ranges
3. Traffic movement in the vicinity (where applicable)
4. Interval of mooring patrols depending upon above factors

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Line Handling Following consultation with many experienced Linesmen on the Clyde, the
following guidance has been identified as being "best practice" and is published as part of
the Guidance for the benefit of all conducting mooring operations on the Clyde:
Mooring at a Berth
• Some vessels are occasionally using weighted heaving lines, which can cause injury. A
weighted line should not be accepted by a Linesman. Linesmen should wear safety helmets
at all times. Ship's crew should be warned before heaving lines are thrown back onto a ship.
• Badly maintained or defective mooring lines can be dangerous, and should not be used.
Where a Linesman sees that a defective line has been supplied, the situation should be
reported immediately to the vessel, which should provide a replacement.
• Linesmen should keep clear of the jetty edge when hauling lines ashore. Lines under
tension should not be walked along a jetty. The weight should always be taken by one
person whilst another walks a slack line up the jetty. Linesmen should be alert to the
dangers posed by vehicles and cranes moving in the vicinity.
• All mooring lines on a bollard should be ‘dipped’ to facilitate prompt and easy release.
Lines should only be "dipped" when slack, and when the weight of the line is held by another
person or stopper. Where two Linesmen are so engaged, careful coordination between them
is essential as the weight of the line is transferred to the bollard. Once a line has been
placed on a bollard, slack should be taken in order to keep the line clear of the water. Lines
should only be tensioned on the specific instruction of the Master or Pilot.
• Linesmen should never stand behind a bollard once a line has been placed on it. A line can
come under rapid and sudden tension as a result of vessel movement, or listing. Injury to
personnel in the vicinity can be caused when sudden tension causes a line to "snake". Where tension
is extreme, it is possible that a line will part. In such circumstances, man-made fibre ropes and steel
wires will recoil violently and can inflict serious injury or death. • Wire ropes are prone to snagging,
particularly near the splice. Mooring gangs should be alert to this risk and should take appropriate
precautions. • Forward and aft springs should not normally be put onto the same bollard, but
if this is unavoidable, they should always be "dipped". • In some circumstances, the Master
or Pilot may instruct that breast lines are not to be run until the vessel is alongside and in
position. • Linesmen should not leave the berth until all lines have been made fast, and the
Master and Pilot are satisfied that the vessel is securely alongside and have indicated their
agreement for the mooring gang to stand down. Heaving lines and messengers should be
returned to the ship or Berth Operator. • On occasions when it is necessary for a Linesman
to board a vessel underway to assist in the mooring operation, embarkation should be via a
correctly rigged pilot ladder. Such Linesmen must report their presence on board to the
vessel Master and remain under the direction of the Master or Pilot throughout their time
onboard the vessel. Mooring Boat Operations Care should be taken at all times to keep
mooring boats clear of vessel propellers and tugs assisting in the mooring/unmooring
operations. The Boatman in charge of a boat should not allow it to come in close to the stem
or stern without having first obtained clearance from the Master or Pilot on VHF radio.
Whenever possible, lines should always be run straight forward and aft. Once made fast to a
bollard or buoy, heaving should not commence until the boat Coxswain has signalled that
the boat is safe and clear. Mooring lines should be lowered into the boat and flaked down
such that they can be readily hauled up the side of the jetty or dolphin. Mooring lines should
be securely lashed in the boat P a g e | 9 Version: Orig 1 February 2019 before the boat
proceeds to the jetty or dolphin, and in a manner which facilitates quick release in event of
an emergency. A suitable cutting instrument should be immediately available in case of
emergency. Lines should not be allowed to enter the water, particularly in the vicinity of
propellers or thrusters. Where a strong on-shore wind or tidal set exists, extreme caution
should be taken by all involved to ensure that a mooring boat does not get trapped between
the vessel and the jetty. In circumstances where such risk potentially exists, close liaison
between the Boatman in charge of the mooring boat and the Master or Pilot is essential. A
Boatman in charge of a mooring boat should alert the Master or Pilot on VHF as soon as he
considers that the situation is becoming dangerous. He should also take whatever avoiding
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Course 1st JAN 2014

action he deems necessary to ensure the safety of personnel. Where there is a risk of the
mooring boat being trapped between the vessel and the jetty, consideration should be given
to running springs to the jetty using heaving line /messenger from the ship. Where a tug is
towing on a shortened line and its wash is hindering the control of a mooring boat, or
otherwise putting it at risk, the Boatman in charge should notify the Master or Pilot, and ask
for the towing line to be extended. Unmooring Unmooring should not commence until the
ship or shore gangway has been properly secured, or brow landed. No mooring line should
be slackened or released except on the specific instruction of the Master or Pilot. Likewise,
slackened lines should not be released until advised by the Master/Pilot as such lines may
still be required for warping purposes. Linesmen should be aware that added tension can be
put on a mooring line during an unberthing operation, and especially when using engines to
“spring off". Extra strain can also be put on mooring lines when using tugs, or when wind and
tide are setting the vessel away from the berth. A mooring line should never be let go under
tension. Once a line has been released from a bollard or hook, it should be walked clear of
any obstruction, unless it has been released using a triggered slip hook. All personnel in the
vicinity should stand well clear.
When releasing a mooring line, care should be taken to hold it by the side of the eye, and to
avoid hands getting between the line and the hook or bollard. When releasing a dipped rope,
sufficient slack should be pulled through the eye of any other ropes, so that the eye of the
line to be released may be pulled over the top of the hook or bollard. This will facilitate
clearing any subsequent jam as and when the line is put under tension. Where a mooring is
badly jammed, it may be necessary to slacken briefly other lines on the same bollard, whilst
taking care not to release them. When releasing mooring lines at the stern, including after
breast lines and back-springs, they should be controlled and if possible kept clear of the
water to reduce the risk of fouling propeller(s). Berths can sometimes provide messenger
lines to assist the process. They should not be released until the onboard mooring team
confirm they can immediately haul onboard.

Procedure of the Introduction to Anchoring

1. At the Forecastle: Check brakes are on and clear the voyage securing devices.
(Anchor Lashings, Bow Compressed Bar etc.)
2. Start Hydraulic(Source of) Power of Windlasses
3. Check Anchor Shape / Light
4. Check Communication with the Bridge
5. Check Lighting on Forecastle including torch , at night time
6. Ensure all personnel are wearing Safety Helmets, Safety Shoes and Goggles.

Clearing the anchor(s) for arrival

• ensure power is on to forward windlass

• ensure the break is applied and windlass is in gear
• remove the guillotine bar or bow stopper and anchor lashings release the brake
• lower anchor(s) clear of the hawse pipe
• report to the bridge "Anchor(s) clear of hawse pipe and ready for letting go"
• await further instructions from the bridge.

Always be alert to any changing circumstances e.g., excessive vibration or unusual noise of
machinery.

Once the planned length of the chain is in the water, the guillotine bar should be dropped
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TRAINING INSTITUTE (BMTI) Issue No.: 2
Course 1st JAN 2014

and secured, and the chain allowed to bear against the guillotine bar. The guillotine bar is
designed to take the weight of the anchor cable.

The Windlass should be out of gear, and the brake applied. Throughout anchor period the
appropriate anchor signals are to be used (ball, lights, bell, and gong).

During an anchoring operation the following factors should be

considered:

• general safety procedures and precautions including PPE

• identify a safe anchorage with good holding ground
• identify a safe anchorage that lies within the Territorial
• Waters of the Port State Authority

Fig: Hinged bar type chain stopper

• local weather and forecasts

• good seamanship
• the direction of the current or tidal stream
• sufficient depth of water
• anchor to be used
• amount of cable to use / payout
• anticipated final manoeuvring prior to letting go or
• walking back
• method of letting go or walking back
• communications
• escape / abort route should circumstances dictate.

Preparing and lowering the anchor: When the anchor party has been briefed, the
Officer in charge will first establish communication with the Bridge before proceeding
forward.
Before arrival at or off the port, both anchors are to be cleared ready for use. Anchors should

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Course 1st JAN 2014

only be cleared when the water depth will allow recovery of the anchor and cable if they are
accidentally let go. An anchor marking buoy is to be available and ready for use.

Visual Inspection: Before clearing the anchors, a visual inspection, as far as possible,
should be conducted of the anchoring system. The visual inspection may include:

• confirming power to the windlass

• windlass brake assembly
• clutch / gear mechanism including securing pins
• general appearance of visible components such as D Shackle,
• Crown Shackle, Swivel , Kenter link and short chain
• ensure “D” and crown shackle pins in place and tight.

Under the direct supervision of the Officer in charge, the procedure for preparing and
lowering the anchors can be completed. Particular care must be taken when the weight of
the cable is secured by the windlass brake only. The anchor party must be alert to any
changing circumstances.

TYPES OF ROPES USED ON BOARD

ROPE

Definition of Rope:-

Thick strings, yarn, metal wires, fibre that are twisted together to form a strongerline is called
rope.

TYPES OF ROPE

Mainly three kinds of ropes used onboard they are,

1) Vegetable or natural fibre ropes.
2) Synthetic fibre ropes.
3) wire/ metal ropes.

Vegetable or natural fibre ropes

Vegetable or natural fibre ropes are mainly classified into five types.

Manila

Manila is obtained from the abaca (wild banana) plant.

largely grown in the Philippine Islands,
It is exported via the port of Manila, from which it acquires its name.
Manila rope is not as durable as hemp, but is most certainly more pliable and softer.
It is gold-brown in colour.
It swells when wet.
This it is considered by far the strongest natural rope made.
It is very expensive and its availability will depend on the political climate.
Used extensively where the safety of life is concerned.

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Course 1st JAN 2014

Sisal

Obtained from the leaves of the plant Agave sisalana, a large plant of the cactus family.
The sisal rope is hairy, coarse.
It is white in colour.
It is not strong compared to manila.
When wet, it swells up more than manila, as the water is absorbed more quickly, and it
becomes slippery to handle.
It is extensively used in the shipping industry either in its own state or mixed with manila
fibres.
A good sisal being similar in strength to a low grade manila.
The cost of production is better suited to the ship-owners, and the supply is more reliable
than manila.

Coir

Coir is obtained from the fibres of coconut husks.

It is a very rough, coarse and hairy rope.
It is very light and floats, possessing great elasticity.
It is often used as a towing warp or mooring spring, because of its buoyant and elastic
properties.
The coir fibres are short, brittle and thick.
These features produce a stiff non-flexible rope, difficult to manage.

Hemp

Hemp is obtained from the stem of the plant Cannabis sativa.

This was accepted as the best rope in the marine industry from the early developing days of
sail.
The hemp fibres are a light cream in colour when supplied to the rope manufacturer.
They have a silky texture and are of a very fine nature: hence the extra flexibility of the hemp
rope compared to a sisal or manila.
The advantage of hemp rope is that it is impervious to water and does not shrink or swell
when wet. For this reason it was extensively used for the rigging of sailing vessels, and
roping sails.

Cotton

Cotton Ropes are not used on ships because of their water absorption property that makes
them very heavy when wet.

Synthetic Fibre Ropes

Nylon

This is the strongest of all the man-made fibre ropes.

It has good elasticity, stretching up to 30 per cent and returning to its original length.
It is used for such functions as shock-absorbing when coupled with a mooring wire: the nylon
forms a rope tail which takes the heavy shocks as a vessel ranges on her moorings.
It is also used in a combination tow line – one section steel wire and one section nylon rope.
Nylon ropes are light to handle, twice as strong as an equivalent sized manila and give the
appearance of a smooth slippery surface.
They are impervious to water, have a high melting point, 250°C, and in normal temperature
are pliable, being suitable for most forms of rigging.
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Course 1st JAN 2014

The disadvantages of nylon ropes are that they do not float, and in cold climates they tend to
stiffen up and become difficult to handle.
Nylon is expensive, but its life may be considered to be five times as long as its manila
equivalent.

Polyester

A heavy rope compared to the nylon and not as strong.

It is considered to be more resistant to acids, oils and organic solvents than its nylon
counterpart, while its strength remains the same whether in a dry or wet condition.
It is used for mooring tails and mooring ropes.

Polypropylene

This is probably the most popular of the man-made fibres at sea.

The ropes are cheap, light to handle, have the same strength whether wet or dry, and they
float.
They are used extensively for mooring ropes and running rigging.
The melting point is low compared to nylon, 165°C.
It is resistant to chemical attack by acids, alkalis and oils, but solvents and bleaching agents
may cause deterioration.
It neither absorbs nor retains water, and because of this fact has recently been used for the
inner core of wire ropes, the advantage being that inner corrosion in the wire is eliminated.
The wire would still need to be lubricated externally.

Wire / Metal Ropes

A steel wire rope is composed of three parts – wires, strands and the heart.
The heart is made of natural fibre, though recently synthetic fibre has been used when
resistance to crushing is required.
With the many changes in the marine industry the needs in wire rope have altered
considerably from the early production days of 1840.
Then the first wire ropes, known as selvagee type ropes, were constructed of strands laid
together then seized to form the rope.

The Different Types of Mooring Lines

There are a lot of different mooring lines you can choose from. Today we’re going to explain
the differences between the most popular types of mooring lines that are available to you,
and their pros and cons.

Nylon
Nylon rope offers better strength than polyester and it stretches, which means it is better at
handling shock loads in rough conditions. The biggest concern with nylon ropes is that they

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Course 1st JAN 2014

are prone to loosing their flexibility over time, does not float in water and loses some of its
strength when wet.

Polyester
Perhaps the most popular type of mooring line, polyester rope boasts similar strength to
nylon but also offers fantastic resistance to ultraviolet (UV) rays and abrasion which means it
is likely to last you many years whilst retaining its flexibility. The biggest downside to
polyester is that it stretches very little and as a result does not absorb shock so extra care is
needed when using this type of rope.

Sisal (and other synthetic fibres)

Sisal rope is made from the yarns of the plant Agava Sisalana. The rope itself is strong but
does not stretch well, which means it cannot absorb large amounts of shock. It also
abrasive, which means it needs to be treated and handled with care. Sisal does, however,
offer good grip and has great resistance to UV which will see it last many years, and even
long if treat with preservers.
Other types of synthetic fibre ropes include hemp and manila. Due to synthetic fibres being a
relatively new to the mooring industry, there are uncertainties when it comes to the longevity
and application changes over time.

Steel wire
Steel wire lines are usually made up of 6 strands of steel wire wound in a spiral
configuration. It boasts similar properties to a chain but it is lighter, making it easier to
handle, whilst still maintaining the same strength. On top of that, steel wire provides greater
elasticity than chain, making it better at absorbing shock. The biggest issue with steel wire is
that it’s very sensitive to corrosion and because of that, it requires significantly more
maintenance than other types of mooring lines and ropes.

Polypropylene
Polypropylene is a popular alternative to nylon and can often be found at a cheap price. The
rope floats in water, retains its flexibility over time and is resistant to rot, meaning it will last
you many years. The downside to polypropylene rope is that it isn’t the strongest of mooring
lines and it is susceptible to UV, therefore it’s best stored indoors to increase its longevity.

Types of rope and wire and constructions

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Course 1st JAN 2014

The basic materials are:

- Natural Fibres
- Synthetic Fibres
- Steel Wires

Some of the above may be found to be used in combination.

The term 'rope' is used for both Fibre and Wire ropes.

The term 'cordage' is used to denote Fibre ropes only.

Cordage
These can be made of natural (vegetable) fibres such as Hemp, Sisal, Manila, Coir and
Cotton,
OR
manufactured (synthetic) fibres such as Nylon, Terylene or Dacron, Polypropylene,
Polythene and Kevlar.

Making of Cordage

The process of ropemaking consists of taking Fibres which are short lengths, in the case of
vegetable or Polypropylene, and spinning into Nettles. These are then twisted into long
lengths to form a Yarn. The yarns are twisted to form a Strand and then laid up to form
cordage.

In the composition of synthetic cordage, the nettles are formed from long continuous
filaments.

To prevent the rope unlaying, the strands are laid up in the opposite direction to the yarns.

Example

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TRAINING INSTITUTE (BMTI) Issue No.: 2
Course 1st JAN 2014

If the strands are laid up right handed during manufacture, then the yarns in the strands will
be laid left handed, the nettles would be right handed.
Figure 8.1

We will next look at the LAY of the rope which may be hard, soft, left hand and right hand.

Types of Construction (Lay)

Hawser Laid

This is the most common type, 3 strands laid up right handed, available in sizes 3 mm
diameter upwards.

Shroud Laid

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Course 1st JAN 2014

This is less common nowadays, 4 strands laid up right handed over a central heart. It is
11% weaker than equivalent sizes in 3 strand.

Cable Laid (or Water Laid)

This consists of 3 x 3 stranded right hand ropes laid up left handed. Very elastic and may
be used as a spring for towing.

Braided Ropes

Solid braided ropes are constructed from either 12 or 18 strands, braided together, normally
over a central core. Available in sizes 3 mm - 12 mm diameter.

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TRAINING INSTITUTE (BMTI) Issue No.: 2
Course 1st JAN 2014

Square Rope

This is the plaiting of 4 left hand and 4 right hand strands, resulting in a tough, kink resistant
rope providing increased flexibility wet or dry. Sizes
16 mm and upwards for towing and mooring lines.

Some natural fibres used for cordage are:-

Hemp:- was used almost exclusively in rope manufacture, but is now generally found in the
smaller classes of line, most of which are of the tarred variety. It does not swell when wet.

Coir:-sometimes referred to as 'grass rope'. It comes from the coconut palm and soon rots if
stowed away wet.

Manila:- remains pliable when wet and is usually employed where a rope with a good
'SPRING' is required. Of little value for lifting as it can stretch 40% to 50%. Useful attached
to a towing wire or as a warp as it will float.

Cotton:- was once popular on yachts because it is soft however it is expensive and has
been superceded by the great range of special purpose synthetics for yachting.

Steel Wire Rope (S.W.R.)

The chief component parts of a stranded wire rope are shown below in illustration

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Course 1st JAN 2014

Flexibility is introduced into a wire rope either by building the strands around a fibre heart,
and the wire in each round a fibre core, or by building the strands around a fibre heart and
increasing the number of wires in each strand while reducing their individual thickness.

Properties of Steel Wire Rope

Size
Construction
Type of Core
Lay
Flexibility

Construction

This identifies the 'MAKE-UP' of a rope and shows the number of strands in the wire, then
the number of wires in the strand.

In Fig 8.8 is shown a 6/7 (the 7 representing 6 over 1), ie 6 strands of 7 wires each.

Size

Ropes are referred to by diameter. The correct way to measure is shown in Fig 8.9.

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Figure 8.9
Core
Generally the centre core of the rope is named the HEART and the centre of the strands
the CORE.

The purpose of the heart is to:-

1. Act as a lubrication sponge.
2. Provide support for strands enabling the rope to keep it's shape.

There are at sea basically 2 types of Core.

A. Fibre (natural or synthetic).
B. Wire Strand.
A. Fibre Cores
Generally hemp, jute, polypropylene. They provide a resilient foundation for the strands and
are used for ropes not subject to heavy loading. Used where flexibility in handling is
required.

They are inadequate where wire rope is subjected to heavy loading, prolonged outdoor
exposure, and crushing on small drums and sheaves.

Natural fibre acts as a good sponge, but if re-lubrication is not adequate, rot and rust may
form.

Synthetic fibre is rot proof, chemically resistant and more flexible than wire cores.

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Course 1st JAN 2014

Figure 8.10

B. Wire Strand Cores

Used chiefly for standing ropes (Guys or Rigging). They offer high tensile strength, and
have a greater resistance to corrosion failure due to larger wires in the core.

Figure 8.11

Lay

This refers to the way the wires in the strands, and the strands in the rope are formed into
the completed rope.

Steel wire ropes are conventionally produced with Right Hand lay unless special
circumstances require Left Hand.

Ordinary Or Regular Lay

Right Hand Ordinary Lay (R.H.O.L.) wires laid left handed, strands laid right handed.

R.H.O.L. L.H.O.L.

Figure 8.12

Langs Lay

The strands are laid up in the same direction as that in which their constituent wires are
twisted, ie., both wires and strands Right Handed or both Left Handed.

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Figure 8.13: Right Hand Langs Lay

Langs lay makes for a more flexible rope and wears well when used for hoisting, due to
wear being spread over a larger area of wire. It can only be used when both ends are
anchored and prevented from rotating, (eg., Crane Topping Lifts), because it is liable
to unlay when under stress if one end is free to rotate. Not as easy to handle as ordinary
lay.

Non Rotating Wire Rope

The outer strands may look like a LANGS LAY formation, but all the wires and strands are
very much smaller in size. The inner strands are arranged so that any tendency for the rope
to rotate under load is reduced to a minimum. It is very flexible and well suited to crane
whips (runners).

Figure 8.14: Non Rotating Wire rope

Safety precautions when working with ropes

1. Don't Overload

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The load applied should never exceed the minimum Breaking Force or in the case of lifting
equipment, the SAFE WORKING LOAD (S.W.L), see later section on S.W.L's of cordage,
wire, etc).

2. Avoid Shock Loads

Sudden strain can part ropes that would normally be capable of supporting the same loads
under steady pulling conditions.

3. Avoid Kinks

Never load a kinked rope or pull it through a block, as the rope is weaker at the kink and
likely to part at that point at a much lower breaking strain.

4. Avoid Knotting

For the purpose of forming an eye this will reduce it's strength by 50%. Splice the rope in the
normal manner, reduction in the strength of the rope due to splicing is about 10%.

5. Avoid Sharp Angles and Bends

Chafe and wear account for most rope failure. Never use a smaller sheave than is
recommended for the size of rope you are using.

6. Do Not Drag Ropes

Do not drag over sharp, rough or dirty surfaces, as abrasives can penetrate the rope and
damage the fibres.

7. Reverse the Ends

Equalise wear over the entire length by reversing the rope where possible or cutting off ends
to move wear points.

8. Listen to the Rope

Natural fibre ropes tend to give a warning when they are reaching breaking point by the
creaking sound they emit.

Synthetic fibre ropes reduce dramatically in diameter and most do not make a sound before
breaking. Due to their elasticity they have a whip effect and it is essential that all personnel
are working clear of the rope.
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9. Broken wire strands

Broken strands of wire can slice through the skin of a person handling the wire. It is
therefore essential to wear gloves while doing so and also stray strands should be inspected
and then cut off to ensure they do not protrude.

10. Bight of the Rope

Never stand in the bight of a rope

Care and Maintenance

Uncoiling New Cordage

Below 48 mm the rope can be taken direct from the inside of the coil. This will maintain its
protective wrapping. With right handed rope the coil should be stood on the end which will
allow the rope to be taken off left handed from the inside. (See Fig 8.15).

Figure 8.15

Uncoiling the rope in the wrong direction will insert twist and increase the danger of kinking.

Coiling

Always coil ropes in the direction of Lay,

ie., Left hand (L.H.) lay anti-clockwise
Right hand (R.H.) lay clockwise

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Two methods of finishing coils are shown in Fig 8.16.

Figure 8.16

To avoid problems in paying out a rope, it should be flaked down, see Fig 8.17. This avoids
it becoming tangled or kinked.
Figure 8.17

A fancy way to finish a rope is with a Flemish Coil. It SHOULD ONLY be used for tidiness
and never when required to render quickly through a block, see Fig. 8.18.
Figure 8.18
Before cutting the desired length of rope, whippings should be applied close to each side of
the intended cut. Failure to observe this precaution can cause excessive unlaying of the
rope.

Care and Maintenance

Chemicals:- Natural fibre rope is severely damaged by chemicals. Synthetic ropes are
much more resistant.

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Heat:- Excessive heat will melt synthetic ropes and make natural ropes dry and brittle.

Storage:- Store ropes in a well ventilated dry atmosphere away from heat, strong sunlight
and corrosive substances. Natural fibre rope will quickly rot if stowed away wet. Always dry
out before storing. Keep loose coils OFF the deck.

Cleaning of Ropes

If a rope has been used in mud, sand or grit, it should be cleaned thoroughly before being
stored. To wash rope, hang it up in loose coils or flake it out on the deck and hose with
fresh water.

Inspecting rope

External Damage:- Abrasion, cuts, discoloration, bleaching, burns, (soft spots indicate badly
worn rope).

Internal Damage:-Dry rot or mildew cause change in colour of fibre strands, broken fibres,
powdered fibres, broken central core.

Inspection Of Wire

A visual and physical examination should take place at regular intervals. Under normal
conditions of use, wire rope can be inspected every 3 months. If a broken wire is
discovered, then it should be inspected more often. A thorough inspection is given below.

Externally
1. Inspect termination of rope at the drum and other points.
2. Inspect for broken wires.
3. Inspect for corrosion.
4. Inspect for deformation.
5. Inspect for surface wear.
6. Inspect for defective coiling.
7. Inspect for deterioration due to snatch loading.
8. Inspect lengths that run through blocks, particularly those which lie on the sheaves
when the appliance is in the loaded condition.

Internally
Open the lay.
1. Check internal lubrication.

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2. Degree of corrosion.
3. Indentation caused by pressure of wear.
4. Presence of broken wires.

An accurate log should be kept of inspection dates, rope condition, end for ending,
replacement, etc.

Broken Wires
Broken wires are usually a result of fatigue and wear.
Discard if:
Marine Order (part 32) "The total number of broken wires visible in a length of S.W.R. equal
to 10 times it's diameter should not exceed 5% of the total number of wires constituting the
rope".

Strand Distortion
Strand distortion is generally a result of damage caused by kinking, crushing, bad nips or
other violent treatment. Commonly found in berthing hawsers, and ropes which have to be
worked in adverse conditions.

Abrasion
Occurs both internally and externally. Caused by:-
a. Friction over sheaves, leads, sharp or rough objects
b. Dirt, dust, grit lodging within strand wires.

Indicated by:-
a. Deposits of fine brown powder between strands
b. Flattening of internal surfaces of individual wire.

Corrosion
Generally caused by lack of lubrication. When wire rope is under tension, the fibre heart
and cores are also compressed, releasing oil to overcome friction.

SWL/BS (Safe working load and breaking streangth)

Safe Working Load (SWL) sometimes stated as the Normal Working Load (NWL) is the
mass or force that a piece of lifting equipment, lifting device or accessory can safely use to
lift, suspend, or lower a mass without fear of breaking.
The term SWL was changed to Rated Capacity for cranes, hoists and winches and Working
Load Limit (WLL) should replace Safe Working Load (SWL) in describing the capacity of
items such as hooks, slings and shackles etc

CHAPTER 3
Cargo and store handling

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Cargo handling as an activity has evolved from being purely manually driven to an
activity that is performed using the latest materials handling equipment money can
buy. But, humans still have an important role to play in cargo handling, which
essentially throws the doors opens for a diverse and serious range of safety
concerns.

It’s important that shipping personnel are well aware of the various considerations
that need to be kept in mind to perform cargo handling operations on ships with
utmost safety. Knowing the essential safety features, and making appropriate use of
materials handling equipment are just some of the ways you can make sure you’re
able to handle cargo safely on ships.

Let’s take a look at some of the essential tips that need to be kept in mind while handling
shipboard cargo. Knowing these tips can mean the difference between life and death:

Protection Equipment

Wearing the right kind of personal protective equipment is of paramount importance

while moving cargo from one place to another. Equipment like safety harness, safety
helmets, safety shoes and various others must be used at all times while handling
cargo on ships. Working without such equipment puts your life at grave risk. Also
make sure you know the proper use of all protection equipment in order to optimize
its use. Another aspect that must be considered is the maintenance of this
equipment and checking it for damage prior to use.

Do not Interfere with the use of a Safety Device and Understand all Safety
Procedures

Before handling the cargo, the crew should be told of the various on-site safety
devices that will protect them in case of an untoward incident. Crew should in no way
interfere with the working of such devices or alter their functioning in any way or
form. Something else that is important is understanding all the safe methods and
practices of cargo handling and making sure they are adopted without shortcuts.

Identify Shelter Positions

If you’re working on the open deck while handling cargo, it’s important that you are
well aware of the shelter options that will protect you in the case of falling cargo,
or where you can wait till the hoisted cargo has been placed on the deck or
amidships.

Securing the Cargo

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It’s of paramount importance that all cargo is secured when it arrives on deck and
not piggybacking cargo. A secure cargo is safe cargo and it needs to be secured as
soon as it is placed in the storage area. Loose items of cargo can prove to be
dangerous and you don’t want a situation from hell on your hands, where an
unsecured cargo has gone on to seriously injure some on-board personnel.
Something else that one must remember is that any and every cargo that is not in a
containers should be properly secured at all times.

The Right use of Lifting Equipment

Cargo handling on ships requires the use of lifting equipment like wire ropes, wire
rope slings, hooks, forklifts, cranes etc. As somebody working with such equipment,
you need to be able to make sure that the equipment has been tested and
maintained according to the relevant rules and regulations. More importantly, you
must be able to use this equipment the way it is supposed to be used. Incorrect use
of lifting equipment can put the lives of people working in and around this equipment
in jeopardy.

No standing under a hoisted cargo

In an environment where cargo is being handled, there is always a danger of being

hit by a load if you’re standing in its path or under it. There have been some tragic
accidents all because a person was standing under a hoisted load.

There are two facets to this particular safety aspect. Firstly, the crane operator must
ensure a safe path for the hoisting of the cargo and secondly, the on-deck personnel
must make sure they are well aware of the loading path and stay clear of incoming
cargo.

Entering Enclosed Spaces

In many cases, the personnel in charge of handling cargo will need to enter an
unventilated cargo hold. Not adhering to the proper safety procedures might result in
them entering oxygen deficient confined spaces or ones that are packed with toxic
gases. As can be imagined this can lead to some serious problems. Therefore, such
spaces must be checked for their oxygen content and thoroughly ventilated before
entry. The use of special equipment allows one to check for oxygen content in such
places.

Importance of Proper Visibility

Do not handle cargo in poor visibility. If you feel visibility is getting affected due to
certain reasons like a change in weather conditions amongst others, take the
necessary steps to improve the lighting on work places. It’s also important that the
lighting does not dazzle the eyes and allows you to see each area of the workplace

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clearly. Working in improper lighting is a recipe for disaster and can lead to some
serious accidents.

Bulk Cargo

Close supervision is needed to ensure work safety while handling bulk cargoes.
There are plenty of people involved in such operations who are usually in the hatch
and are involved in the process of getting the cargo in and out of the hatch. Proper
supervision ensures not only is this cargo handled safely, but there is also
somebody (ideally stationed on the deck above the hatch) who is closely watching
the people working in the hatch at all times. This is important because the people
themselves cannot take good care of their safety, during this time.

Contact the Supervisor in case of Problems

If you feel, at any point of time, that the safety of the workplace is compromised in
any way or form, it is important to contact the supervisor. You might find that a hatch
cover has come lose or that the load is not being positioned properly on the lifting
equipment or you might find something else that you believe will impact the safety of
the cargo handling process. In such cases, it’s important that you discuss your
findings with the concerned person.

These are just some of the many tips that should be kept in mind to improve safety
of the cargo handling process. If you’re a part of this process, it’s important that you
have a very clear idea of how to handle cargo safely on ships. This knowledge might
help save your life someday.

CHAPTER 4
Operation of the ship and care for persons on board
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Working on ship’s deck involves carrying out routine procedures such as painting
and chipping, operating deck machinery, or handling cargo. Most of these jobs
involve handling one or more types of deck tools and equipment while performing
them.

Though a variety of mistakes can occur while operating deck machinery systems,
there are a few errors which are very common on all types of ships. Deck officers
must take extra precautions with eight of the most common mistakes involved with
deck machinery operations that are mentioned below:

Bow Thruster: The deck officers operating the bow thruster joy-stick must never
increase the pitch from minimum to maximum in one go. It can lead to sudden
increase in current and damage the motor as the BT system involves using high
voltage and current. Also, maximum given pitch should never exceed 90% and
operation at higher pitch must not be continued for long duration of time.

Mooring Winch: When ship is berthed in the jetty, the berthing/securing operation of
the ship is performed by using mooring winches. Avoid using the brakes of the
winches in place of using reduction gear to reduce or control the speed or else it will
damage the brake lining of the drum.

Anchor Winch: Always use chain stopper when no operation is being performed and while
greasing the ship’s anchor parts. Never grease friction washer or brake lining as this will lead
to slippage of the anchor chain while stopping.

Deck Crane: All cranes comes with maximum safe working load capacity which is stenciled
on the crane body for ready reference. Still it’s observed that many deck crew members lift
loads without even checking the load of the lifting structure/body/ item.

Ballast system: Never start the ballast pump from the cargo control room without
checking the system valves and pump conditions from the local position in the
engine room.

Hydro blaster: For the safety of ship’s personnel, a safety switch is provided on the
hydro blaster. This “Dead man’s switch/trigger” must never be taped, tied, or
otherwise altered so that the equipment stays in the “ON” position. Also, if the high
pressure pipe is not handled properly, If the lance is dropped it will whip about
wildly, causing serious injuries.

Welding/ Gas cutting : The deck maintenance commonly involves “hot work” which
requires using welding machinery. Do check the insulation of welding cable and
condition of the gas cables before using them. Check the surrounding of the hot work
area (near fuel tank vent, oil tank sounding pipe etc.) before starting the job. Also
ensure that the gas cutting piping system is equipped with flash back arrester in the
line before the gas bottles.

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Fire System: The fire system of the ship is supplied with high capacity fire pumps
which provide water to the hydrants present in deck and engine room. These pumps
are used for emergency situations and thus should not be isolated at any time.
However, don’t forget to isolate the fire pump and the system when carrying out any
kind of maintenance in the line. Also, after maintenance don’t forget to close the
drain of the fire line.

Personal Safety on Board Ship during Cargo Operations

The Personal Safety on Board Ship series highlights the most common hazards seafarers
may encounter. In part 3 we look at how working on deck and with cargo can be
dangerous, and the ways seafarers need to react, and their roles and responsibilities for
safety.
DOWNSIDES OF OUTSIDES
Bad weather and personal fatigue are just two examples of where working on deck can be
dangerous. Whether seafarers are carrying out maintenance activities or handling cargo, they
need to be aware of the risks to their safety.
There are many other potential issues when it comes to deck work, and in this course, seafarers
are taken step by step through the rules and also taught about the importance of correct
procedures.
With so many potential dangers to consider, the course focuses on means of mitigating the risks,
but also raising awareness of many of the most serious hazards which exist out on deck.
Here we look at the top areas and issues of concern for seafarers working out on deck, or
handling cargo. There are many injuries, incidents, accidents and even deaths in this part of the
ship, and in cargo work – so the stakes are high. Get it right or run the risk of terrible things
happening.

DECK AND CARGO KEY CONCERNS

Securing cargo – Seafarers sometimes have responsibility for securing cargo, and when this
happens, it is vital that the risks are clearly understood, the correct procedures followed, and all
safety steps taken, and equipment used. Whatever the cargo it will have its own unique set of
risks and hazards associated, and so seafarers need to be aware of these and respond
accordingly.

Preventing slips, trip and falls – Ships are potentially dangerous

environments, and slips, trips and falls commonly cause injury on board. It should also be
remembered they can also turn far more serious if they lead to a fall from height. Seafarers need
to be aware of the basics, and also able to spot the warning signs of areas which are likely to trip
others up, for them to slip or fall. So, training to spot hazards and the means of dealing with them
is an important part of the way to minimise such accidents or incidents. Working on deck, or
cargo handling will bring its own unique challenges, and seafarers need to be aware of the risks.
The course covers issues such as wet decks, ladders, carrying equipment and a host of other
challenges.
Use of pedestrian routes – Knowing where to walk on deck and when is a key concern for
safety. The marking use and making safe of pedestrian routes on deck is an important part of
keeping seafarers clear of hazards when moving around the vessel. We look at best practice,
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and how markings and routes are used to protect safety. However, it should be also remembered
that having such markings does not necessarily remove hazards, and seafarers need to remain
aware of dangers as they walk. All deck surfaces used for transit about the ship and all
passageways, walkways and stairs should be properly maintained and kept free from substances
liable to cause a person to slip or fall. They should also be properly illuminated too.
Working at height – Anyone working in a location where there is a risk of falling may be
regarded as working at height. Such activities are inherently hazardous, and crew may be
exposed to injury and possible death. It is therefore vital that seafarers recognise the hazards
and to assess the associated risk. Where problems occur, there are often failures to provide safe
systems of work, or the correct equipment. While there are failures in risk assessment or of a
lack of information, instruction, training or supervision. A fall can be fatal, and seafarers need to
be mindful of that whenever working at height.

Personal Protective Equipment (PPE)

– this is vital and the absolute minimum equipment seafarers are issued with and should use.
The PPE issued when working outside may differ, and seafarers will also have to consider
weather conditions and exposure to the elements. PPE protects against health or safety risks,
and includes items such as safety helmets, gloves, eye protection, hazmat suits, high-visibility
clothing, safety footwear, harnesses, ear plugs or defenders and respiratory protective
equipment (RPE). PPE is to be worn where hazards cannot be totally removed or controlled, so
any potential impacts must be mitigated. PPE must be correctly fitted, maintained and properly
used. All too often there can be a temptation for seafarers not to wear their PPE. Issues such as
fit, whether it is uncomfortable, too hot, or simply not accessible are not valid, and safety training
about the importance of PPE, how and why it should be worn is vital.
Hatch covers and moving machinery – the operation of hatch covers, and access lids comes
with dangers and risks attached. All personnel involved with the handling and/or operation of
hatch covers should be properly instructed in their handling and operation. While all stages of
opening or closing hatches should be supervised by a responsible person. This is heavy, moving
machinery and the risks of crushing, or loss of limbs is a real danger – so seafarers need to be
aware and know how to operate them and be around them safely. It should also be remembered
that an open hatchway or dangerous edge into, through or over which a person may fall should
be fitted with secure guards or fencing of adequate design and construction.
Overhead cranes – With cargoes moving overhead, there are real dangers posed to the crew
below. There is also a vital role in communication between deck and crane operator. The training
course focuses on the need to manage the risks, and of the awareness, considerations and
understanding that those working around raised loads need to have. It is vital that seafarers
know to ensure they do not stand below suspended loads and are aware of what is moving
around them.
Enclosed spaces – There are far too many deaths and injuries at sea owing to incorrect
enclosed and confined space entry. It is vital that seafarers are trained and made aware of the
dangers. This training includes details of the practical, operational steps, such as regular and
also awareness of the safety equipment available and which should be used. It is vital that

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seafarers perceive and react to confined space risks in ways which can protect them and their
shipmates.

Safe working on ships and vessels Health and safety.

Usually you should not have to inspect cargo or take samples on a vessel, but if you do, always make
sure that the master, crew and any other operatives in the vicinity know what you intend to do. This
guidance is intended to provide only an overview of the safety hazards that you may encounter
when working on ships and other vessels.

• You should be aware of these hazards and avoid dangerous situations.

• You should not enter any area of a vessel that is not open to the general public without
specific permission and, if necessary, supervision.
• If a recognised danger or hazard is unavoidable you should not proceed without adequate
training, guidance and, where necessary, the appropriate permission from the master or
owners of the vessel.
You should always refer to your national legislation and guidance.

Risk assessments and safe working practices should be available for staff working on ships or vessels.

Suitable safety equipment

Safety equipment must be available and should be worn. This may include:

• high-visibility clothing;
• life-jackets and/or ‘dry suits’;
• gloves;
• overalls;
• non-slip and anti-static footwear (usually with toe protection);
• safety helmets;
• intrinsically safe (IS) torch or working light (equipment that is safe to use
in a flammable atmosphere).

If you have to enter confined spaces, additional specialist equipment (and

training to use it) will be needed, including:

• personal alert safety system alarm (contains motion sensors and indicates
when a person is unconscious);
• multi-gas alarm personal monitor (detects noxious gases);
• intrinsically safe (IS) radio/communications line;
• confined space rescue equipment (compressed-air breathing apparatus);
• safety harness and lifeline and location line;
• manual and automatic resuscitation system (MARS).
Health checks, training and regular refresher training are required before using
compressed air breathing apparatus.

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Access to vessels
This section contains guidance on how to board vessels safely. The legislation
requires the master of a vessel to provide safe means of getting on and off the
ship for anyone with legitimate business on board. This includes customs officers
carrying out their duties.

Access to vessels will normally be provided by the accommodation ladder or

gangway, which must be safely secured. Where the gangway crosses water,
safety nets should also be in place.

You must never attempt to board a vessel until you are sure it is safe to do so.
Ladders or gangways are often slippery or iced-up. Non-slip safety footwear will
reduce the risk of an accident, but you should still take care — particularly if it is
dark. In addition to the guidance below, you should also read the section
on working at heights.

Boarding from the quay

When you board a vessel from the quayside, you should use the accommodation
ladder or gangway provided. Before using them, check that:

• the gangway or ladder is properly rigged and secured;

• it is deployed at a safe angle and extends one metre above where you are
going;
• the safety nets are in place if you are crossing over water;
• if you are boarding a roll-on/roll-off ferry, you should do so via the
gangway unless the vehicle ramps are the only means of access;
• where the ship’s decks are below the level of the quay, access equipment
should be provided on the vessel. Do not try to jump on board — you
might slip or fall;
• remember that in tidal locations the vessel might rise or fall between your
arrival and departure so the access might have changed, e.g. be steeper
or not reach properly. If in doubt, ask the master or the deck officer
responsible to make it secure.

Boarding from another vessel

Boarding one vessel from another can be particularly hazardous. Try to avoid it if
at all possible. Never attempt this if a vessel is moving. Where it is necessary, it
is normally the responsibility of the ship lying outboard (i.e. furthest from the
dockside) to provide safe access to the other vessel. The only exception is where
the outboard vessel has a much lower freeboard (i.e. the deck is much lower, so
access would involve climbing), in which case the vessel with the higher
freeboard is responsible for giving you safe access. This will usually involve using
rope ladders and is the only time you should use them for gaining access. Don’t
try to climb a rope ladder unless you have been shown how to do so safely.

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Remember: you must always wear a lifejacket when boarding one vessel from
another, and take extreme care — particularly in poor weather.

Using ladders
Do not use a portable ladder to gain access to a vessel. However, if you need to
use one for another reason, it must be of good construction, well-maintained
and of adequate strength (ladders marked ‘For domestic use’ must not be used).
Also take the following safety precautions:

• secure the ladder at both ends to prevent slipping;

• make sure it extends at least one metre above the place you are trying to
get to and keep both hands free while climbing;
• attach tools to a tool belt and store other equipment in a bag carried over
your shoulder;
• always face the ladder when climbing or descending;
• and move one rung at a time.
Take extra care if you are wearing safety clothing such as a lifejacket or hard hat
in case they catch on the rungs.

Personnel carriers
Personnel carriers are occasionally used by staff who board mobile off-shore
drilling units. These are one of the more hazardous means of access and must
be used only by people who have been specially trained. The oil industry can
help with training any official staff who are likely to use personnel carriers. Any
operations involving use of personnel carriers must be well planned and closely
supervised. If you are to board a mobile off-shore drilling unit by this method,
you should:

• understand how the transfer is to take place and be satisfied it is safe;

• wear a lifejacket and any other safety clothing you or your manager
consider necessary;
• make sure that the standby vessel and rescue boat are in attendance;
• obey all instructions given to you by the person supervising the transfer.
This type of boarding must not take place in poor (stormy) weather.
Working on board
Several hazards are common to all areas of vessels. Insects are very resilient
and can be found almost anywhere, rats have been found in holds and soiled
items can be dropped by people in all areas and should not be touched without
gloves.

Ship’s equipment: Never attempt to examine any equipment on board

until you have consulted a responsible officer. Unskilled interference with
safety equipment, navigational apparatus or electrical systems can affect the

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seaworthiness of the vessel, jeopardising the safety of the passengers and

crew. You would be committing a criminal offence.

Passenger areas and crew quarters: When searching these areas, be wary of
sharp objects which may be secreted in the upholstery. If you move any safety
equipment, e.g. lifejackets, you must put it back before you leave the vessel.

Stowage compartments and lockers: Beware of hazardous chemicals and

equipment. Look first and request assistance from the crew if you are not sure
what the area contains.

Toilets: As well as presenting potential health hazards, in the form of discarded

hypodermic needles, etc., toilets might contain corrosive cleaning chemicals and
disinfectants. If you need to search these areas, wear appropriate safety clothing
and equipment, particularly gloves, and wash your hands immediately
afterwards.

Galleys: Electrical cooking equipment operates at high voltages and could be

very hot. Beware of broken glass, etc. in rubbish bags and bins. Some vessels
are equipped with galley lifts. These are particularly dangerous and should not
be used for gaining access.

Holds: Holds can be particularly dangerous, especially if loading or unloading is

in progress. Seek permission before entering. Wear appropriate safety clothing
and a safety helmet. Take great care as the cargo may have shifted during the
voyage, particularly if the sea has been rough.

Remember: refer to your national legislation and guidance when

working in this dangerous environment.

What are the hazards?

Hazards on board vessels range in severity. You should only examine and
sample cargo on a vessel when there is no alternative. Comprehensive training
is required before entering some environments. You should never commence
work without informing the master of the vessel or the deck officer responsible.

Some of the major hazards are listed below:

Hazard Countermeasure
Working alone: There is a danger that, when Working alone: Avoid working alone, but if you
working alone, you might become trapped or have to, maintain good communications with
injured and be unable to call for assistance. someone responsible for checking on your safety
and always notify someone else of your intentions
and location before you start. Remember to check
your radio before leaving the office.
Lighting: It is the responsibility of the vessel’s Lighting: If adequate light is not available, e.g. by
master to provide adequate lighting — but this opening hatches or doorways, a suitable IS torch
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is not always possible. or working light may be used.

Slips and falls: The deck of the vessel might be Slips and falls: Wear appropriate anti-static non-
wet or coated with oil or fish residues which slip shoes/boots. Pay particular attention in the
add to the risk of slipping. vicinity of deck machinery, where lubricants may
be spilt, or if leaking cargo is identified.
Machinery: A variety of machinery may be in Machinery: Keep well away from moving
use when the vessel is berthed, including: machinery and wear high-visibility clothing and a
safety helmet. Remember: the operator may have
• ventilation equipment; a limited view, particularly in the hold. You must
• generators; observe any instructions from officers or crew.
Remember: in tidal basins the ship’s mooring lines
• winches;
may require frequent adjustment using winches.
• cargo-moving machinery, including fork- Keep well away from these operations.
lift trucks, cranes, conveyors or
elevators.

Asbestos: Modern vessels should not contain Asbestos: Pay particular attention when on older
any hazardous asbestos, but older vessels may vessels or vessels registered in countries with
contain asbestos as fire-proofing or thermal lower standards. Do not disturb any pipe-lagging
insulation. or insulation. If you consider there may be a risk,
leave the area immediately and notify the master.
Ship’s equipment: You may be offered the Ship’s equipment: It should not be necessary to
chance to use safety equipment supplied by the use equipment supplied by the master of the
vessel. However, you should not do so unless vessel. If needed, official equipment should always
you have been trained how to use it and are be used — with the appropriate training.
satisfied that it is in working order.
Cold stores: Cold stores may have self-locking Cold stores:
mechanisms and may contain a special
atmosphere to preserve the goods. They are • Always station someone outside the door
often maintained at -25 °C or lower. to call for assistance if you get into
difficulty.
• Check that there is adequate oxygen and
that there are no other hazardous gases in
the store before you enter.
• Wear insulation clothing to protect you
from the cold.
• Limit the amount of time you spend in the
cold store to make sure your core body
temperature does not drop too low.

Contact with oils and other spills: You might Contact with oils and other spills: If you see a
come across oil spills or leaking cargo. The oil or spillage or leak from a container, check to see if it
cargo could be hazardous, either by contact or has been identified. Unless it has been absolutely
by inhalation. ruled safe by a competent person, withdraw
immediately and notify the master. Avoid all
contact with spills even if they are deemed safe,
as you may suffer a skin reaction. Seek proper
medical attention if any symptoms occur.
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Remember: even chemicals that are safe on their

own may react together (or with atmospheric
water vapour) releasing toxic fumes or giving off
sufficient heat to cause injury or start a fire.
Excessive noise: Many items of noisy machinery Excessive noise: You should assess the risk and
may be at work on a vessel even when it is limit exposure or use ear-defenders. Prolonged
berthed, including: exposure to even moderate noise levels can
damage hearing.
• ventilation equipment; Remember: excessive noise can hinder
• generators; communication and reduce your awareness of
other hazards.
• winches;
• cargo-moving machinery, including fork-
lift trucks, cranes, conveyors or
elevators.

Confined spaces: As mentioned earlier, confined Confined spaces: Never enter any confined spaces
spaces on board ships, including: without the appropriate training and
equipment. A risk assessment should always be
• ballast tanks, carried out and permission sought from the
• storage lockers, master or the deck officer in charge before you
enter any confined space.
• cargo holds and tanks, and
• engine and machinery rooms
can pose a wide range of hazards, including
toxic fumes and substances.

CHAPTER 5
Prevention of pollution of the marine environment

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What is Environmental Pollution?

• Environment Pollution is the addition of contaminants into the natural environment that
causes detrimental effects to nature, natural resources and mankind.
• Any unnatural and negative changes in all the dimensions like chemical, physical and
biological characteristics of any component of the ecosystem i.e. air, water or soil which can
cause harmful effects on various forms of life and property is called environmental pollution.

What is a Pollutant?

• Any substance which causes harmful effects or uneasiness in the organisms, then that
particular substance may be called as the pollutant.

The materials that cause pollution are of two types:

1. Persistent pollutants: Those pollutants which remain consistent in the environment for a
long period of time without any change in its original form are called persistent pollutants.
For example pesticides, nuclear wastes, and plastics etc.

2. Non-persistent pollutants: These pollutants are the opposite of persistent pollutant and
break down in the simple form. If this process of breaking down is done by living organisms,
then such pollutants are referred to as biodegradable pollutants.

The main pollutants affecting materials are sulphur dioxide and sulphates, nitrogen oxides
and nitrates, chlorides, carbon dioxide and ozone.

Types of Environment Pollution:

AIR POLLUTION:

• Air pollution is the presence of one or more disadvantageous content in such quantity and for
such duration, as it is catastrophic, or tend to be catastrophic, to human health and welfare, animal
or plant life.

• It is the contaminants of air by the discharge of detrimental substances.

WATER POLLUTION

• Addition of certain substances such as organic, inorganic, biological and radiological to the water,
which degrades the water quality and makes it unhealthy for use.

• Water pollution is not only confined to surface water but also spread to groundwater, sea, and
ocean.

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Ship pollution
AIR POLLUTION

Commercial ships burn fuel for energy and emit several types of air pollution as by-
products. Ship-source pollutants most closely linked to climate change and public health
impacts include carbon dioxide (CO2), nitrogen oxides (NOx), sulphur oxides (SOx) and
particulate matter.

Emissions from ships are an important source of air pollutants including sulphur dioxide (SO2)
and nitrogen oxides (NOx). The main statutory instruments controlling emissions at the
international; European and UK level are listed below.

International Convention for the Prevention of Pollution from Ships, 1973, as modified by
the Protocol of 1978 relating thereto (MARPOL)

The MARPOL Convention is the main international convention covering prevention of pollution of
the marine environment by ships from operational or accidental causes. It is a combination of two
treaties adopted in 1973 and 1978 respectively and updated by amendments through the years.

Annex VI covers the “Prevention of Air Pollution from Ships”. The regulations in this annex set
limits on sulphur oxide and nitrogen oxide emissions from ship exhausts and prohibit deliberate
emissions of ozone depleting substances.

Sulpur Content of Marine fuels (SCMF)

Emissions of SO2 from the maritime sector in Europe are projected to surpass total emissions
from all land-based sources by 2020 according to the European Commission’s Clean Air for
Europe (CAFE) emission estimates, assuming no action is taken. This is due in a large part to
considerable reductions made by shoreside industry and other terrestrial sources.
To address the significant health and environmental impacts of ship emissions, the Commission
adopted an EU strategy in November 2002 to reduce such emissions.
The strategy resulted in an amendment of the SCLF Directive to include new sulphur content
limits for marine fuels. The amended Directive, known as the Sulphur Content of Marine Fuels
(SCMF) Directive (2005/33/EC) came into force in July 2005.
The basic obligations of the SCMF Directive included:

▪ A 1.5% sulphur limit for fuels used by all ships in the SOx Emission Control Areas of the
Baltic Sea and the North Sea and English Channel;
▪ A 1.5% sulphur limit for fuels used by passenger ships on regular services between EU
ports;
▪ A ban on the marketing of marine diesel oils with sulphur content exceeding 1.5% by
mass; and
▪ A ban on the marketing of marine gas oils with sulphur content exceeding 0.1% by mass,
from 1 January 2010.

As an alternative to the use of low sulphur marine fuels to comply with Articles 4a and 4b of the
Directive, member states can allow trials of unapproved and, use of approved, emission
abatement technologies as an alternative to low sulphur fuel provided that these ships:

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The Merchant Shipping (Prevention of Air Pollution from Ships) (Amendment)

Regulations 2010
These Regulations amend the Merchant Shipping (Prevention of Air Pollution from Ships)
Regulations 2008 (S.I. 2008/2924) (the ‘2008 Regulations’) and implement the marine fuel
elements of the Sulphur Content of Liquid Fuels Directive, 1999/32/EC relating to a reduction
in the sulphur content of certain liquid fuels, as amended by Directive 2005/33/EC
(1999/32/EC as amended henceforth referred to as “the Directive”).

The UK is a party to Annex VI of the MARPOL Convention which contains provisions on the
sulphur content of liquid fuels and is implemented by the 2008 Regulations.

The Directive, which also includes provision on the sulphur content of liquid fuels, places
additional requirements on shipping operating within the European Union. These
Regulations, which implement the Directive, only give effect to the requirements within the
Directive insofar as they relate to marine fuels, which are not duplicated under Annex VI.

The heavy fuel oil land based elements of the Directive are now implemented in the following
regulations: - the Sulphur Content of Liquid Fuels (England and Wales) Regulations 2007
(S.I. 2007/79), the Sulphur Content of Liquid Fuels (Northern Ireland) Regulations 2007
(S.R. 2007/272), the Sulphur Content of Liquid Fuels (Scotland) Regulations 2007 (SS.I.
2007/27).

The Regulations deal with: –

▪ sulphur content of marine fuels used in sulphur oxide emission control areas;
▪ sulphur content of marine fuels used by passenger ships operating on regular services to
or from Community ports;
▪ sulphur content of marine fuels used by inland waterway vessels and ships at berth in
Community ports;
▪ the marketing of marine diesel oils with sulphur content exceeding 1.5% by mass;
▪ the marketing of marine gas oils with sulphur content exceeding 0.1% by mass; and
▪ trials and use of emission abatement technologies.

WATER POLLUTION

IMO conventions such as MARPOL Annex 5- Garbage from Ships and other related
guidelines have to some extent been able to streamline the waste and garbage management
onboard marine vessels by implementing methods such as Garbage Management Plan for
Ships . This also makes it vital for the vessels’ waste management teams to work together in
order to understand and comply with waste reduction, recycling and management.

Waste and Garbage generated onboard ships which contribute to marine pollution comprise
of chiefly plastics, dunnage and packing material, cleaning material and rags, paper
products, food waste, remains of paints, solvents and chemicals. Proper handling of these
waste products is critical to prevent marine pollution. Maximum efforts should be put into
waste reduction and management to permit a safe and healthy work environment onboard
as well as preserving a pollution free marine ecosystem. In order to reduce the
waste, seafarers should take an active part in efficient ship operations and in reducing
garbage production on ships.
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• All marine operators to put in place waste and garbage management system with
proper stowage and segregation procedures for various categories of waste materials
such as plastics, batteries, food wastes, dunnage, metallic wastes, chemicals,
etc. Companies should imply strict adherence to the MARPOL regulations and
maintain zero dumping policy onboard their fleet. Procedures to dispose- off waste in
safe and ecologically friendly environment should be included in the waste
management manuals in order minimize marine pollution.

• Wastes such as plastic, metals, glass, batteries, medical wastes, oily rags, sludge,
waste oils, etc. those which cannot be disposed off at sea should be incinerated or
given away to shore reception facilities.

• Compactors should be used effectively to reduce the volumes of mainly plastics and
other waste material which can be compressed.
• Food waste can be comminuted and discharged at sea. Also to ensure vessels are
complying with the 2013 MARPOL amendments to Annex V.
• Newer techniques which separate glass from mercury and metal should be allowed
onboard.
• As far as possible, reduce the production of oily waste and sludge. Usage of clean and
treated fuel will not only generate lesser sludge but also will be environmental
friendly. In order to improve the performance of the OWS, it is a better idea to install
emulsion breaking filters on the separators.

• The marine operator’s Environmental Management System (EMS) should be

maintained onboard which in turn would raise the waste management standards and
also reciprocate to the zero discharge policy for solid wastes that can be
incinerated onboard and ashore.

Recycling Waste on Ships

Recycling waste is a new concept to reduce marine pollution that is being

implemented onboard marine vessels especially the cruise liners where waste
generated is four folds as compared to that produced by conventional marine
operations. Waste management programs should institute effective waste recycling
for a better environment even on conventional marine vessels and installations.
Specials steps should be taken to minimize marine pollution from cruise ships.

Things that could be included to prevent marine pollution by ships are, but not limited
to –

• Ship Owners and marine operators to effectively prepare, constitute and

implement a Waste Recycling and Management Plan for recycling techniques
and procedures that could be carried out at sea.
• Paper could be reused in many ways for day to day operations. Dunnage
such as cardboard can be used for additional coverings. Common recycle
bins for reusable items could be a good bet.
• Compactors should be used for crushing voluminous materials such as
plastics, paper, metal cans, etc. Such materials should be put in recycling bins
or containers.

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• Items such as computers, television set, music boxes, etc. that are no longer
required or useable onboard should be given away to local shore
organisations.
• Old grease, waste oil, and similar other oil based products could be used as
alternative lubricants or be used up for cleaning rough stains /marks.
• Plastic garbage bags should be replaced with marine ‘bio degradable’ refuse bags for
disposing-off food waste. Such bags could also be used up for storage and / or
compression of garbage accumulated onboard. Plastic has been termed as one of
the main sources of marine pollution.
• It is also imperative to understand the effects associated by air emissions which are
caused due to colossal amounts of energy usage. Replacing the conventional
halogen and the incandescent light bulb with the new age LED bulbs or similar
fluorescent lights which consume lesser energy should be given due consideration
onboard marine vessels and installations.
• Recycling of glass bulbs can be done with the help of lamp crushers which segregate
mercury, metal caps while allowing for the crushing of glass.
• Batteries are again an environmental hazard and should be disposed off ashore to
approved shore reception facilities. Batteries could also be recycled onboard using
special units / devices leading to separation of Lithium, Lead and Cadmium.
• Finally, the fleet managers should engage in having interactive sessions with the crew
members for reducing marine pollution, motivating them to protect the environment
through proper stowage, segregation and handling of waste generated at sea. With
the adoption and implementation of such waste reduction and recycling management
programmes ship owners, marine managers and the personnel at sea would be able
to display immaculate levels of concern for the marine ecosystem.

Garbage Management Plan (GMP) on a Ship?

Factors adding to Marine pollution comprise of not only the effects of oil and harmful gas
emissions but also garbage generated on the ship during normal operation. Such garbage
matter includes plastic, synthetics, oil rags, cardboard boxes etc., which are equally harmful
for marine organisms and environment as is oil to the sea.

What is the Definition of “Garbage” on Ship?

Garbage on ship means all kind of victual domestic and operational waste excluding
fish and parts thereof, food waste, generated during the normal operations of the
ship and liable to be disposed of continuously or periodically except those
substances which are listed in other Annexes of MARPOL convention.

What is Garbage Management Plan (GMP)?

The Garbage Management Plan is a complete guideline which comprises of a written

procedure for collecting, storing, processing, and disposing of garbage generated
onboard ship as per regulations provided in Annex V of MARPOL.

Training must be given to ship’s staff for proper garbage disposal onboard ship and
for knowledge on garbage disposal regulations at sea and in special areas.

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Where is GMP Applicable?

A GMP is mandatory for all ships above 100GT and on ships certified to carry 15
persons or more and it is written in the working language of the crew as per the
guidelines developed by the organisation.

GMP to be retained onboard as a record for a period of two years from the date of
last entry.

A Responsible officer is to be in charge for maintaining garbage management plan

on ship. Normally chief officer is responsible along with 2nd engineer (engine
department).

Brief about GMP

An approved garbage management plan must consist of the following-

• Ships details.

• Overview of Annex V of MARPOL.

• List of equipments for handling garbage on ship.

• Placards to be posted for disposal criteria.

• Possible local recycling arrangements.

• Written procedures for Collecting Garbage.

• Garbage segregation description to avoid intermixing of garbage which includes

Identification of suitable receptacles for collection & separation.

• Garbage processing methods available on the ship.

• Garbage storing methods and garbage station.

• Garbage disposal methods.

• Entry to be made in garbage record book.

• Emergency and accidental discharge criteria.

• Needs of the reception facilities.

• Identify the available operating & maintenance procedures of collecting

equipment on board.

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• Describe the training or education programs to facilitate the processing of

garbage.

• Identify the location of each collection point.

Handling Garbage on Ships

The garbage produced onboard ships needs to be properly disposed of as stated by

the MARPOL Annex V. Garbage is one of the several reasons which have been
responsible for marine pollution at sea.

As per the MARPOL Annex V, the garbage produced on the ship includes domestic,
operational and all other types of victual waste, excluding fresh fish and parts
thereof, generated during the normal operation of the ship and liable to be disposed
of continuously or periodically except those substances which are defined or listed in
other Annexes to the present Convention.

Stringent rules and regulations have therefore been made and implemented in order
to prevent ships from disposing waste at the sea.

According to MARPOL Annex V, this garbage regulation applies to all the ships
which are operating in the marine environment, including merchant ships, fixed or
floating platforms, non-commercial ships like yachts, pleasure crafts, ferries etc.

All vessels need to display instructions along with placards to inform the ship’s crew
and passengers regarding disposal requirements of garbage.

Moreover, it is mandatory that every ship of 400 GWT and above which is certified to
carry 15 passengers or more must carry a Garbage Management Plan (GMP) and a
Garbage Record Book.

On 01st March 2018, the MEPC committee introduced an amendment to MARPOL

Annex V which differentiates between hazardous and non-hazardous waste. Post
this amendment, the Garbage Record Book is divided into two parts considering
those ships which carry cargoes in bulk solid form and with a new category inclusion
of e-waste produced on ships.

Classes of Garbage on Ships

Garbage onboard ships are classified into various categories in order to facilitate
easy handling and disposing of.

Garbage on ships is classified into the following:

1. Plastics
2. Floating dunnage, lining, and packing material
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3. Ground down paper products, rags, glass, metal bottles, and crockery.
4. Domestic waste
5. Incinerator ash
6. Normal paper products, rags, oily rags, glass, and metal scrap
7. Operational waste
8. Animal Carcasses onboard livestock carrier
9. E-Waste
10. Cooking oil waste produced in the galley
11. Cargo residues onboard ships carrying solid cargo in bulk which are not
harmful to the marine environment (Non-HME)
12. Cargo residues onboard ships carrying solid cargo in bulk which are harmful
to the marine environment (HME)

It is to note that Annex V of MARPOL prohibits disposal of plastic anywhere at the

sea. It also restricts disposable of any form of garbage in coastal and “special areas”.

Special Areas under MARPOL Annex V

• Mediterranean Sea
• The Baltic Sea
• The Black Sea
• The Gulf Areas
• Antarctic Area
• The Red Sea Area
• The North Sea
• The Wider Caribbean Region

Garbage Disposal Inside Special Areas

Garbage disposal inside special is totally restricted apart from:

• Food waste to be disposed at more than 12 nautical miles

• In wider Caribbean region food wastes comminuted more than 3 nautical miles

According to MARPOL, ships must not enter the Antarctic area unless they have
sufficient capacity for the retention of all garbage on board and also have
arrangements for the discharge of retained garbage at a reception facility after
leaving the area. No garbage whatsoever, not even food wastes, should be
discharged into the Antarctic area.

Garbage Disposal outside Special Areas

A general overview of garbage disposal outside special areas is provided below:

1. Disposal of plastic is totally prohibited.

2. Floating material to be disposed at more than 25 nautical miles from the
nearest land.
3. Food, Crockery, bottles, rags, meals, cans etc. to be disposed at more than 12
nautical miles from the nearest land.

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4. Food, crockery etc. can be disposed at more than 4 nautical miles from the
nearest land.

For this regulation, there are no certification or approvals necessary, however, it is

mandatory for all ships and the following requirement to be fulfilled by the ships
under MARPOL Annex V:

• Placards posted on board noting the discharge requirements

• A Garbage Management Plan
• A Garbage Record Book

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Download the simplified version of the discharge provisions of the revised MARPOL
Annex V which will enter into force on 1st January 2013.

According to MARPOL Annex 5, all governments should provide reception facilities

at ports and terminals for reception of garbage.

A ship must display placards providing details of garbage discharge requirements if it

is ≥12 m long and also applicable for fixed and floating platforms.

Garbage Record Book

The Garbage Record Book consists of all the entries that are to be made while
disposing or discharging garbage.

SOPEP

SOPEP requirements for a ship are :

1. The Ship Oil Pollution Emergency Plan must be written following the provisions of
regulation 37 of Annex I of MARPOL

2. The approved plan guides the Master and officers on board the ship concerning
the steps to be taken when an oil pollution incident has occurred or a ship is at risk of
one.

3. It is a requirement under MEPC circular no. 256 that the SOPEP contains all the
information and operational instructions related to the emergency procedure and
SOPEP equipment provided in the SOPEP kit.

4. The plan must contain important telephone, telex numbers, names etc., of all the
important contacts to be contacted in the event of an oil pollution.

5. A recognised authority has approved the SOPEP, and there are no changes or
revisions made without the prior approval of the Administration.

6. If there are any changes in the plan which is non-mandatory, it generally does not
require approval from the administration. The owner and ship manager must update
the appendices about the non-mandatory changes done in the plan

Contents of SOPEP – Equipment List

SOPEP contains the following things:

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• The action plan contains the duty of each crew member at the time of the spill,
including emergency muster and actions.
• SOPEP contains the general information about the ship and the owner of the ship etc.
• Steps and procedure to contain the discharge of oil into the sea using SOPEP
equipment
• It contains the inventory of the SOPEP material provided for pollution prevention such
as oil absorbent pads, sawdust bags, booms etc.
• Onboard reporting procedure and requirement in case of an oil spill is described
• Authorities to contact and reporting requirements in case of an oil spill are listed in
SOPEP. Authorities like port state control, oil clean up team etc are to be notified
• Authorities to contact and reporting requirements in case of an oil spill are listed in
SOPEP. Authorities like port state control, oil clean up team etc. are to be notified.
• SOPEP includes drawing of various fuel lines, along with other oil lines on board
vessel with the positioning of vents, save all trays etc.
• The general arrangement of the ship is also listed in SOPEP, which includes
the location of all the oil tanks with capacity, content etc.
• The location of the SOPEP locker and contents of the locker with a list of
inventory
• Guidance to keep the records of the pollution incident (for liability,
compensation and insurance purpose)
• Material for Reference from essential organisations (guidelines issued by ICS,
OCIMF, SIGTTO, INTERTANKO, etc.)
• Procedures for testing various plan described in the SOPEP
• Procedure to maintain the record as required by the authorities
• Details of when and how to review the plan

General duties of ship’s crew under SOPEP:

MASTER: He/she is overall in charge of any incident related to the oil spill and
should informing the authorities about it. He/she needs to ensure all crew members
are complying with the plan and records are maintained for the incident

Chief Engineer: He/she will be the in charge of the bunkering operation and will
instruct the subordinates to prepare SOPEP KIT prior to any oil related operation
(Sludge transfer, lube oil bunkering, fuel oil bunkering etc.)

Chief engineer should keep the Master informed and updated on the situation, and
the results from action taken to limit oil outflow.

Chief Officer: He/she will be the in charge of complete deck operation to prevent
any oil spill or in the event of a spill, the Chief officer must keep the master in the
loop at all times and update the situation and action taken to stop or reduce an oil
outflow.

Deck Duty Officer: To Assist the chief officer in deck watch and

Alert and inform Chief Officer/ Chief Engineer on any potential oil spill situation.

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Duty Engineer: To assist Chief Engineer for any oil transfer operation which
includes preparation of SOPEP material and readiness of firefighting equipment.

Duty Rating(s): To assist and alert the duty officer and engineer for detection of
potential oil leakage and to immediately assist by all possible means to restrict and
clean an ongoing spill. He/she should bring the additional SOPEP material to the
location for preventing oil from reaching the ship’s railing.

SOPEP does not only provide details for preventing and fighting an oil spill, but it
also acts similar to any other regulation of SOLAS as it also has the details to save
the ship and crew in the event of mishap such as fire, collision, listing etc. and other
related incident related to oil.

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CHAPTER 6
Operation of survival craft and rescue boats

The principal of survival at sea are:

➢ Regular training and drills.
➢ Preparation for any emergency,
➢ Knowledge of all actions,
➢ When required to abandon ship (to be decided only by Master).
➢ Knowledge of dangers when in water, and when aboard a survival Craft.
➢ Knowledge of correct use of Life-saving appliances.

DEFINITIONS, SURVIVAL CRAFT AND APPLIANCES

DEFINITIONS

➢ Survival craft is a craft that can save the lives of persons in distress from the
time of abandoning the ship.
➢ Rescue boat is designed to rescue persons in distress and to Marshall Survival
craft.
➢ Float-free launching is the method of launching a Survival Craft so that the
craft is automatically released from a sinking ship and is ready for use.
➢ Free fall launching is the method of launching a Survival Craft whereby the
craft with its compliment of persons and equipment onboard is released and
allowed to fall into the sea without any restraint.
➢ Immersion suit is a water proof of protective suit which reduces the body
heat-loss to person wearing it in cold water and is supposed to be worn with
a life jacket if not in built.
➢ Inflatable appliance is one which depends on non-rigid, gas filled chambers of
buoyancy and which is normally kept uninflated until ready for use.
➢ Thermal protective aid is a bag or suit made of water proof material with low
thermal conductivity to prevent heat loss and fall in core body temperature.
➢ Launching appliances or arrangements is a means of transferring Survival
Craft or Rescue Boat from its stowed position safely to the water.

SURVIVAL CRAFT
a) LIFEBOATS
One may come across different types of Lifeboats on different ships:
(1) Open (2) Partially enclosed (3) Totally enclosed
For passenger: ships, the capacity of the life-boats is generally sufficient
for every person onboard. For cargo ships the capacity is generally
twice the number of persons onboard. Lifeboats are either launched by
davits or by free-fall method.

b) LIFERAFTS
Life rafts are inflatable. They can either be manually launched or
launched by davits or they can also automatically float free from a
sinking ship.

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c) RESCUE BOATS
Depending on the types of, ship (passenger/cargo) a minimum number of Rescue Boats have to be
carried. A Lifeboat may be designated as a Rescue Boat also, if it confirms to requirements

LIFEBOATS
Different types of Lifeboats are:
1. Open
2. Partially enclosed
a) Self-righting partially enclosed
3. Totally enclosed
a) With a self-contained air support system
b) With fire-protected lifeboat
c) With sprinkler

Most modern Lifeboats for ships are now manufactured in glass reinforced plastic
(GRP). Older boats currently in use are aluminium alloy or steel, with very few
wooden-built boats still operational. The maintenance and natural life of wooden
boats are two major reasons for being superseded by boats of GRP type construction.
The interior section of the open Lifeboat is molded in one-piece design. This provides
the boat with a double hull from the gunwales down. Internal compartments are
filled with buoyancy foam, the amount of which is increased with the added volume
of double hull. Additional items such as thwarts, gunwales, keel, buoyancy tanks and
small gear lockers are all manufactured in GRP. A GRP boat has great strength and
requires almost nil maintenance compared with wooden or steel boats.

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The advantage of GRP construction becomes readily apparent when hull moulding in
one piece provides superior water tight integrity and additional buoyancy compared
with the older buoyancy tank designs. Construction of the boats is fast, specify when
compared with wooden boats and permanent color markings can be incorporated
into the fiberglass eliminating the need for painting. Additionally, Fiberglass has a row
thermal conductivity which gives excellent insulation for accommodation and storage
area. Structural defects caused by routine running damage can be easily repaired
with a repair kit readily available.

PARTIALLY ENCLOSED BOATS

These boats are made of glass re-enforced plastic (GRP).

Partially enclosed boats must comply with general requirements for Lifeboats:
- Every partially enclosed boat shall be provided with effective means of bailing or be
automatically self bailing.
- They shall be provided with permanently attached, rigid covers extending over not
less than 20% of the boats length from the stem, and 20% of the length from the
aftermost Part of the boat.
The arrangement of the canopy is governed by the following requirements:
- It must be provided with adequate rigid section or battens to permit the erection of
the canopy.
- It must be easy to erect by not more than two persons.
- It must be insulated to protect the occupants against heat and cold; having not less
than two layers of material separated by an air gap or other efficient means of
insulation. Means must be provided to prevent the accumulation of water in air
gap.
- Its exterior is of a highly visible colour. - It has a means for collecting rain water.
- The occupants can escape in the events of the Lifeboats capsizing.

Self righting partially enclosed Lifeboat:

The Lifeboat shall have permanent, rigid covers which extend over not less than 20%
of the length of the Lifeboat, from the stem and not less than 20% of the Lifeboats
length from the aftermost part of the Lifeboat.
The rigid covers shall form two shelters. If the covers have bulkhead then openings of
sufficient size to permit easy access by persons clad in protective clothing and
Lifejacket’s must be provided. The interior height under the shelters must allow easy
access to seating arrangements in the bow and stern of the Lifeboat.
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Rigid covers must be provided with windows or clear view panels to admit daylight
with opening closed, sufficient to make artificial lighting unnecessary.
Open parts of the boat shall be provided with permanently attached folding canopies
so that:
- It can be easily erected by not more than two persons, within two minutes period.
- It is insulated by not less than two layers of material, separated by an air gap in
order to protect the occupants from cold.
- A safety belt shall be fitted at each indicated seating so position, the safety belt
shall be so designed as to hold a person of a mass of 100 Kgs., securely in place
when the lifeboat is in a capsized position.
- The stability of the Lifeboat shall be such that it is inherently or automatically self
righting where loaded with its full or a partial complement of persons and
equipment and the persons are secured with safety belts.

TOTALLY ENCLOSED

Every totally enclosed Lifeboat shall be provided with a rigid enclosure. The enclosure
shall be so arranged that:
- It protects the occupants against heat and cold.
- Access into the Lifeboat is provided by hatches which can be closed to make the
boat watertight.
- Hatches are positioned so as to allow the launching and recovery operations to be
performed without any occupant having to leave the enclosure.
- Access hatches capable of being opened and closed from both inside and outside
and are equipped with means of holding them securely in the open positions.
- It must be possible to row the Lifeboat.
- Lifeboat capable, when it is in the capsized position with the hatches closed and
without significant leakage, of supporting the entire mass of the Lifeboat, including
all equipment, machinery and it’s full complement of persons.
- It includes windows or translucent panels on both hatches closed to make artificial
light necessary.
- It's exterior is of a highly visible color and its interior is of a color which does not
cause discomfort to the occupants.
- Handrails provide a secure handhold for persons moving about the exterior of the
Lifeboat and aid embarkation and disembarkation.
- Persons have access to their seats from an entrance without having to climb over
thwarts or other obstructions.

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- The occupant’s area protected from the effects of dangerous sub-atmospheric

pressures which might be created by the Lifeboat’s engine.

Self righting, totally enclosed Lifeboat

Additional requirement for self righting totally enclosed Lifeboat are:
- A safety belt shall be fitted at each indicated seating position. The safety belt shall be
designed to hold a person of a mass of 100 Kgs. securely in place when the Lifeboat is
in a capsized position.
- The stability of the Lifeboat shall be such that it is inherently or automatically self-
righting when loaded with its full or partial complement of persons and equipment
and all entrance and openings are closed watertight and the persons are secured
with safety belts.
- The Lifeboat shall be capable of supporting its full complement of persons and
equipment when the Lifeboat is in the damaged condition and its stability shall be
such that in the event of capsizing, it will automatically attain a position that will
provide an above water escape for its occupants.
- The design of all engine exhaust pipes, air ducts and other openings shall be such that
water is excluded from the engine when the Lifeboat capsizes, refights and becomes
upright.

a. Lifeboat with air support system

- Shall be so arranged that, when proceeding with all entrances and opening closed the
air in the Lifeboat remains safe and breathable for a period of 10 minutes.
- During this period the atmospheric pressure inside the Lifeboat never fall below the
outside atmospheric and not to exceed more than 2O hPa.

b. Fire protected Lifeboat

- A fire protected Lifeboat, when waterborne, shall be capable of protecting the
number of persons it is permitted to accommodate when subjected to a continuous
oil fire that envelopes the boat for a period of not less than 8 minutes.

c. Water Spray system

A Lifeboat with water spray system complies with the following:
- Water for the system shall be from the sea by self priming motor pump. It shall turn
“ON” and “OFF” the flow of water over the exterior of the Lifeboat.
The seawater intake shall be so arranged as to prevent the intake of flammable
liquids from the sea surface.
- The system shall be arranged for flushing with fresh water and allowing complete
drainage. - Lifeboat launching appliance for oil tankers, chemical tankers, and gas
carriers with a final angle of heel greater than 20 o calculated in accordance with the
International Convention for the Prevention of Pollution from ships, 1973 as modified
by the 1978 Protocol shall be capable of operating at the final angle of heel on the
lower side at the ship.

In addition the following should be complied with:

- The launching appliance will be efficiently protected against corrosion and
constructed in a manner to prevent incentive friction or impact sparking during
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launching procedure of the craft. - The launching appliance should be arranged so

that excessive forces are not experienced by persons occupying the craft during the
launch.
- The launching appliances should be a rigid structure with such a ramp angels and
length which permits the Survival Craft to effectively clear the area of the ship /
structure.

FREE-FALL LIFEBOATS
- Carrying capacity of a free-fall Lifeboat is the number of persons who can be provided
with a seat without interfering with a means of propulsion & operation.
- The width of the seat shall be of at least 430 mm. Free clearance in front of the
backrest shall be of at least 635 mm. The backrest shall extend at least 1,000 mm.,
above the seat pan.

PERFORMANCE REQUIRMENT
Each free-fall Lifeboat shall make a positive headway immediately after water entry.
Free launching against a trim of up to 10˚ and list of up to 20˚ either way from the
certification height when fully equipped and loaded. For oil tankers, chemical tankers
and gas carriers with a final of heel greater than 20˚.

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Life boat equipment

First Aid Kit................. 1 Box Anti Seasickness Medicine 6 Dozes A rush proof Graduated
Rocket Parachute........ 4 No's Anti Seasickness bags........ 50 No's Drinking vessel .............. 1 No
Hand Flares................. 6 No's Food........... 10000 Kj ( Survival instructions ........ 1 No
500gms / person / 3 days ) Thermal Protective Aid.... 2 No's
Smoke Signals........... 2 No's
Water.......... ....... 3 Ltrs Repair kits ..................... 1 Set
Morse Torch Light..... 1 No ( 1000 ml I person / 3 days ) Topping up pump ............ 1 No
Day Light Signaling Knife........... ...... 2 No's Buoyant Oars .............. sufficient
Mirror/Heliograph ....... 1 No Sea Buoyant Bailers. 2 No's Boat-hooks ... 2 No's
Anchor ................ 1 No Buoyant Whistle.............. 1No Compass ...... 1 No
Radar Reflector.......... 1 No Sponges 2 No's Painter lines ................... 2 No's
Paddles…….. 1 Pair Copy of life saving signals.... 1 No Hatchets ....... 2 No's
Rescue and Quoits…. 1No Fishing tackle ........................ 1 set Tools........... .. 1 Set
Tin-openers .. 3 No's

LIFERAFTS
4.2.1 There are two types of Life rafts which are carried
onboard ships: a) Inflatable Life rafts
b) Rigid Life rafts

a) Inflatable Life rafts: Several manufacturers of Life rafts supply inflatable life rafts
to the merchant vessels throughout the world, including Beaufort, RFD Dunlop and
Viking. The size of rafts varies with customer requirements but their capacity is not
less than six persons.
Life raft should be capable of withstanding exposure for 30 days of sea conditions. A
standard raft should be robust enough in construction to be launched from a height
of 30 meters and when inflated to be able withstand repeated jumps into surface
from height up to 4.5 mts. / 15ft.
Life raft should be inflated with non-toxic gas and should be inflated within a period
of one minute at an ambient temperature of between 18˚C and 20˚c or within a 3
minute period at a temperature of -30˚C. Normal practice is to cause inflation by
tugging on the painter line.

The painter's length should be not less than twice the distance from the stowed
position waterline when the vessel is in its lightest seagoing condition or 15 meters
whichever greater.

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The canopy which protects the occupants from exposure should automatically be set
in place when the raft is launched. The exterior canopy should be of a highly visible
color
The life rafts are fitted with 2 lamps inside and the other outside which are powered
by sea water activated cells.

b. Rigid Life rafts:

All rigid life rafts shall comply with the general requirements specified by the
regulating regarding life rafts. The buoyancy of the rigid life rafts shall be provided by
approved inherently buoyant material placed as near as possible to the periphery of
the life raft. The buoyant material shall be fire retardant or be protected with fire
retardant covering.
The floor of the raft prevents the ingress of water and shall effectively support the
occupants out of the water and insulate them from the cold. The stability being such
that it is capable of operating safely whichever way up it is floating. It must be either
self righting or readily righted in a seaway and in calm water by one person. Once
loaded with its full complement of persons and equipment it must be possible to tow
the raft in calm water at a speed of up to 3 knots.

FLOAT FREE ARRANGEMENT FOR LIFERAFTS

The breaking strength of the painter system, with the exception of the weak link
arrangement shall be not less than 10.0 kN for rafts carrying nine persons or more
and not less than 7.5 kN for other Life rafts. A weak link system, if used shall break
under a strain 2.2 +/- 0.4 kN.

A weak link should not be broken by the force required to pull the painter from the
raft. If applicable, the weak link should be at sufficient strength to permit inflation of
the raft. Hydrostatic release units, if used, should not release the raft when seas wash
over the unit and they should be fitted with drain to prevent water accumulation
inside the hydrostatic chamber.

Release unit should be constructed of compatible materials so as to prevent

malfunction of the unit. Galvanizing or other forms of metallic coating on parts of the
hydrostatic release unit shall not be accepted. H.R.U is to be serviced once in a year
along with Life rafts by an approved agent.
It should be permanently marked on the exterior with its type and serial number.
Either a document or identification plate stating the date of manufacture, type and
serial number will be provided.
Any part connected to the painter system shall have strength of not less than that
required for the painter.
The mariner should note that the where a Survival Craft requires a launching
appliance and is also designed to float free, the float free release of the Survival Craft
from its stowed position should be automatic.

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RESCUE BOATS
The purpose of the Rescue Boats onboard a vessel is to recover a man overboard
person, and also to marshal the Survival Crafts.

4.3.1 Minimum number of Rescue Boats carried on a passenger ship are as under.
Passenger ships of 500 GT and over shall carry at least one Rescue Boat on either side
of the ship. Passenger ships of less than 500 GT shall carry at least one Rescue Boat
which complies with the regulations.

4.3.2 Minimum number of Rescue Boats carried on cargo ship is:

Cargo ships shall carry at least one Rescue Boat which complies with the regulations.

4.3.3 The requirement which allow a Lifeboat to be classed as a Rescue Boats

are: Rescue boats may be of either, rigid or inflated construction or a combination
of both.
Not less than 3.8 m and not more than 8.5 m in length. Capable of carrying at least
five seated persons and a person lying down. Rescue Boats which is a combination of
rigid and inflated construction shall comply with the appropriate requirements of the
regulations affecting Rescue Boats to the satisfaction of the administration. Unless
the Rescue Boat has adequate sheer, it shall be provided with a bow cover extending
for not less than 15% of its length.
Rescue boats shall be capable of maneuvering speed up to 6 knots and maintaining
that speed for a period of at least 4 hours.
Rescue boats shall have sufficient mobility and maneuverability in a seaway to enable
persons to be retrieved from the water, marshal Life rafts and tow the largest Life raft
carried on the ship with its full complement of person and equipment or its

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equivalent at a speed of at least 2 knots. A Rescue Boat shall be fitted with an inboard
engine or outboard motor. If it is fitted with an outboard motor, the rudder and the
tiller may form part of the engine. Not withstanding the regulation (regarding the
flashpoint of fuel of 43o C or less) outboard engines with an approved fuel system
may be fitted in rescue Boats provided the fuel tanks are specially protected against
fire and explosion.
Arrangements for towing shall be permanently fitted in Rescue Boats and shall be
sufficiently strong to marshal or tow Life rafts as required. Rescue Boats shall be
fitted with weather tight stowage for small items of equipment.

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CHAPTER 7
Shipboard maintenance and repair

How to prevent ships corrosion by Application of Marine paints

Protection by Means of Paints : It is often assumed that all paint coatings prevent attack
on the metal covered simply by excluding the corrosive agency, whether air or water. This is
often the main and sometimes the only form of protection; however there are many paints
which afford protection even though they present a porous surface or contain various
discontinuities.

For example certain pigments in paints confer protection on steel even where it is exposed
at a discontinuity. If the reactions at the anode and cathode of the corrosion cell which form
positive and negative ions respectively, are inhibited, protection is afforded. Good examples
of pigments of this type are red lead and zinc chromate, red lead being an anodic inhibitor,
and zinc chromate a cathodic inhibitor. A second mode of protection occurs at gaps where
the paint is richly pigmented with a metal anodic to the basis metal. Zinc dust is a
commercially available pigment which fulfils this requirement for coating steel in a salt water
environment. The zinc dust is the sacrificial anode with respect to the steel.

Anti-fouling paints offer protection against vegetable and animal growth which can lead to
increased resistance requiring additional power, hence fuel, to maintain the same speed.
The greater the time spent at sea the less the fouling; but areas of operation and seasons
also decide the amount of fouling, and with modern anti-fouling compounds the problem
today is less important.

Marine Paints

The paint system applied to any part of a ship will be dictated by the environment to which
that part of the structure is exposed. Traditionally the painting of the external ship structure
was divided into three regions.

(i) Below the water-line where the plates are continually immersed in sea water.

(ii) The water-line or boot topping region where immersion is intermittent and a lot of
abrasion occurs.

(iii) The topsides and superstructure exposed to an atmosphere laden with salt spray, and
subject to damage through cargo handling.

However now that tougher paints are used for the ship’s bottom the distinction between
regions need not be so well defined, one scheme covering the bottom and water-line
regions.

Internally by far the greatest problem is the provision of coatings for various liquid
cargo and salt water ballast tanks.

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(a) Below the Water-line The ship’s bottom has priming coats of corrosioninhibiting paint
applied which are followed by an anti-fouling paint. Paints used for steels immersed in sea
water are required to resist alkaline conditions. The reason for this is that an iron alloy
immersed in a sodium chloride solution having the necessary supply of dissolved oxygen
gives rise to corrosion cells with caustic soda produced at the cathodes.

Further the paint should have a good electrical resistance so that the flow of corrosion
currents between the steel and sea water is limited. These requirements make the standard
non-marine structural steel primer red lead in linseed oil unsuitable for ship use below the
water-line. Suitable corrosion-inhibiting paints for ships’ bottoms are pitch or bitumen types,
chlorinated rubber, coal tar/ epoxy resin, or vinyl resin paints. The anti-fouling paints may be
applied after the corrosion-inhibiting coatings and should not come into direct contact with
the steel hull, since the toxic compounds present may cause corrosion.

(b) Water-line or Boot Topping Region Generally modern practice requires a complete paint
system for the hull above the water-line. This may be based on vinyl and alkyd resins or on
polyurethane resin paints.

(c) Superstructures Red lead or zinc chromate based primers are commonly used. White
finishing paints are then used extensively for superstructures. These are usually oleo-
resinous or alkyd paints which may be based on ‘nonyellowing’ oils, linseed oil-based paints
which yellow on exposure being avoided on modern ships.

Where aluminium superstructures are fitted, under no circumstance should lead based
paints be applied; zinc chromate paints are generally supplied for application to aluminium.

Temporary paint application during shipbuilding

After the steel is blast cleaned it may be several months before it is built into the ship and
finally painted. It is desirable to protect the material against rusting in this period as the final
paint will offer the best protection when applied over perfectly clean steel.

The formulation of a prefabrication primer for immediate application after blasting must meet
a number of requirements. It should dry rapidly to permit handling of the plates within a few
minutes, it should be non-toxic, and it should not produce harmful porosity in welds nor give
off obnoxious fumes during welding or cutting. It must also be compatible with any
subsequent paint finishes to be applied. Satisfactory formulations are available, for example
a primer consisting of zinc dust in an epoxy resin.

Protection by Means of Paints

Good surface preparation is essential to successful painting, the primary cause of many
paint failures being the inadequacy of the initial material preparation. It is particularly
important before painting new steel that any millscale should be removed. Millscale is a thin
layer of iron oxides which forms on the steel surface during hot rolling of the plates and
sections. Not only does the non-uniform millscale set up corrosion cells as illustrated
previously, but it may also come away from the surface removing any paint film applied over
it.

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The most common methods employed to prepare steel surfaces for painting are:

i) Blast cleaning

ii) Pickling

iii) Flame cleaning

iv) Preparation by hand

Blast cleaning is the most efficient method for preparing the surface. Following the blast
cleaning it is desirable to brush the surface, and apply a coat of priming paint as soon as
possible since the metal is liable to rust rapidly.

There are two main types of blasting equipment available, an impeller wheel plant where the
abrasive is thrown at high velocity against the metal surface, and a nozzle type where a jet
of abrasive impinges on the metal surface. The latter type should preferably be fitted with
vacuum recovery equipment, rather than allow the spent abrasive and dust to be discharged
to atmosphere, as is often the case in ship repair work. Impeller wheel plants which are self-
contained and collect the dust and re-circulate the clean abrasive are generally fitted within
the shipbuilding shops. Cast iron and steel grit, or steel shot which is preferred, may be used
for the abrasive, but non-metallic abrasives are also available. The use of sand is prohibited
in the United Kingdom because the fine dust produced may cause silicosis.

Pickling involves the immersion of the metal in an acid solution, usually hydrochloric or
sulphuric acid in order to remove the millscale and rust from the surface. After immersion in
these acids the metal will require a thorough hot water rinse. It is preferable that the
treatment is followed by application of a priming coat.

Using an oxy-acetylene flame the millscale and rust may be removed from a steel surface.
The process does not entirely remove the millscale and rust, but it can be quite useful for
cleaning plates under inclement weather conditions, the flame drying out the plate.

Hand cleaning by various forms of wire brush is often not very satisfactory, and would only
be used where the millscale has been loosened by weathering, i.e. exposure to atmosphere
over a long period.

Blast cleaning is preferred for best results and economy in shipbuilding; pickling which also
gives good results can be expensive and less applicable to production schemes; flame
cleaning is much less effective; and hand cleaning gives the worst results.

Paint hazards

Marine Paints may contain toxic or irritant substances, and the solvents may give rise to
flammable and potentially explosive vapours, which may also be toxic. Personnel using such
paints should be warned of the particular risks arising from their use. Paints containing
organic pesticides can be particularly dangerous. If the manufacturer's instructions are not
given on the container, information should be obtained at the time of supply about any
special hazards, and also whether special methods of application should be followed. Such
advice should be readily available at the time of use but the following precautions should
always be taken.
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Preparation and Precautions

Painted surfaces should always be rubbed down wet to reduce dust from the old paint, which
may be toxic if inhaled. Where the dust is known to contain lead, other dust treating methods
should be used. Dust masks should be worn as protection against other dusts.

If the surface to be rubbed down is known to contain lead, then methods that do not create
dust should be adopted. It is safer to avoid or minimise dust creation than to try to clean up
the dust afterwards. Sanding or abrasive blasting should be avoided. Lead based paint
should never be burnt off as fumes will contain metallic lead in a readily absorbed form.

Rust removers are acids and contact with unprotected skin should be avoided. Eye
protection should be worn against splashes . If painting aloft or otherwise near ropes, care
should be taken to avoid splashes on ropes, safety harness, lines etc.

Interior and enclosed spaces should be well ventilated, both while painting is in progress and
until the paint has dried.

There should be no smoking or use of naked lights in interior spaces during painting or until
the paint has dried hard. Some vapours even in low concentrations may decompose into
more harmful substances when passing through burning tobacco.

When painting is done in the vicinity of machinery or from an overhead crane gantry, the
power supply should be isolated and the machine immobilised in such a way that it cannot
be moved or started up inadvertently. Appropriate warning notices should be posted . Close-
fitting clothing should be worn.

Use of Paint Spraying Equipment

As there are many different types of paint spraying equipment in use, operatives should
comply with the manufacturer's instructions for use.

Airless spray-painting equipment is particularly hazardous since the paint is ejected at a very
high pressure and can penetrate the skin or cause serious eye injuries. Spray should not be
allowed to come into contact with the face or unprotected skin.

Suitable protective clothing such as a combination suit, gloves, cloth hood, and eye
protection should be worn during spraying.

Paints containing lead, mercury or similarly toxic compounds should not be sprayed in
interiors.

A suitable respirator should be worn according to the nature of the paint being sprayed. In
exceptional circumstances it may be necessary to use breathing apparatus .

If a spray nozzle clogs, the trigger of the gun should be locked in a closed position before
any attempt is made to clear the blockage.

Before a blocked spray nozzle is removed or any other dismantling is attempted, pressure
should be relieved from the system.

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When blowing through a reversible nozzle to remove a blockage, all parts of the body should
be kept clear of the nozzle mouth.

The pressure in the system should not exceed the recommended working pressure of the
hose. The system should be regularly inspected for defects.

As an additional precaution against the hazards of a hose bursting, a loose sleeve, for
example a length of 2 to 3 meters (6 to 10 feet) of old air hose, may be slipped over that
portion of the line adjacent to the gun and paint container.

To minimise risk of fire and to a lesser extent pollution, paint lockers are supposed to be kept
clean. Areas of spilled paint must be cleaned immediately and shelves should be neatly
stacked. Insofar as is possible, similar paint-types should be stored together with bars firmly
in place, to prevent drums from jumping in bad weather.

LUBRICATION:
The main purposes of lubrication

Lubrication allows to:

• Reduce friction (rubbing or deformation)

• Prevent pieces from wear
• Absorb/reduce shocks
• Protect from corrosion
• Isolate components from contamination
• Clean/get rid of contaminants.

• What are the types of lubrication?

• There are 4 types of lubricants: Oil, Grease, Penetrating Lubricants, and Dry
Lubricants. The 2 most common lubricants you'll be dealing with daily are oil and
grease, however, your facility will still be using dry and penetrating lubricants

Use the right grease / lubricant

Grease is the key element to your lubrication system. The choice of grease type is
particularly important for the proper function of the system and will have direct
impact on its efficiency.
Over 80% of equipment are lubricated with grease. Most companies use an all-purpose
grease for their equipment. In certain cases this is acceptable, this application can incur
waste of grease and can harm the productivity.
Most applications often require specialized grease in order to optimize their performance.
Machines that are exposed to elevated temperatures or elevated pressures normally require
special formulated greases in order to meet operational requirements. Specialized grease
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can often lengthen the intervals of lubrication and considerably reduce the consumption of
grease.
Mixing certain greases could create a chemical reaction that can damage your equipment. It
is therefore important to follow the makers’ recommendations.

The right quantity

The right quantity of lubricant distributed to each point plays a major role. To under lubricate
or to over lubricate can have a negative effect and must be avoided.
Over lubricating leads to excessive pressure on the bearings. Over lubricating increases
your expenses linked to an enormous waste of grease. On average, each dollar of lubricant
purchased, the shop spends three dollars of expenses on lubricant waste. A good lubrication
program permits to follow and control lubrication consumption and eliminate costs.
On the other hand, a prolonged deficiency of lubricant (under lubrication) can cause extreme
wear of non-lubricated surfaces, thus causing a failure to the machine along with elevated
repair costs.

Lubrication Tools and Equipment- PowerLuber Grease Gun

Cordless rechargeable grease gun—lubricates anything, anytime, anywhere. The Lincoln PowerLuber
12V Cordless Rechargeable Grease Gun is the most advanced grease gun ever created. Its powerful
12 volt motor delivers a consistent grease flow at up to 6000 psi with a rechargeable power pack for
unrestricted mobility. PowerLuber’s balanced design makes lubing hard-to-reach fittings routine.
And when you’ve got a lot of fittings to hit, the rechargeable removable 12 volt battery provides
long-lasting performance. Three-way loading makes refilling a snap.

Lever & Pistol Grip Grease Guns.

Heavy Duty & Air Operated Grease Guns.
High Pressure Portable Heavy Duty Grease Pumps.
High Pressure Portable Standard Duty Grease Pumps.
High Pressure Stationary Grease Pumps.
These above tools are used on board for lubrication purposes.

Hold Cleaning Kits - Cargo hold cleaning equipment

Cargo Hold Cleaning Kit & chemical washing technics

Various Cargo Hold Cleaning Kit/ chemical agents have been developed in order to facilitate
cargo change-over on board medium to large bulk carriers. The kit consists of all necessary
equipment needed for a complete cleaning operation. The kits and chemical agents can be
easily transported between vessels. The equipment has been designed for application of
both cleaning chemicals and temporary coatings as well as rinsing and wash down.

The Unitor Cargo Hold Cleaning Kit Consist of:

• Chemical Applicator 150

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TRAINING INSTITUTE (BMTI) Issue No.: 2
Course 1st JAN 2014

• Long Reach Lance with 3 nozzles

• Tornado 3 Cleaning Jet *
• 45m of Water supply hose with Storz C couplings *
• 50m ½” Air supply hose with quick connectors
• 50m ¾” Air supply hose with quick connectors
• 50m ¾” Chemical hose with quick connectors
• Guide wire kit
• 2x 550litre plastic containers

Fig: panamax cargo hold cleaning kit

Chemical Applicator 150 – large volume multi purpose applicator

The Chemical Applicator 150 is a steel pressure tank with a capacity of 150 litre. The tank
can be filled with almost any chemical mixture, and then pressurized using the ships working
air. The Applicator 150 works in combination with the Long Reach Lance in order to apply
the mixture onto the bulkhead. The unit is easy to use and has been developed in order to
apply all chemicals and solutions required to reduce turn around time for cargo operations.
The Chemical Applicator 150 can be used for application of temporary coatings and lime
washing prior to loading cargo, as well as applying cleaning solutions after discharge.

Tornado 3 – medium sized cleaning jet

The Unitor Tornado 3 is a air powered water cannon designed for cargo hold cleaning on
board bulk carriers but it can just as well be used to clean super structures or cranes. The
water is fed into the unit from the ships fire pumps or tank cleaning lines, the water is then
accelerated using compressed air.

Using this simple layout the Tornado 3 is capable of reaching a height of 30 m, the reach is
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BANGLADESH MARITIME Able Seafarer Deck Ratings Issue Date:
TRAINING INSTITUTE (BMTI) Issue No.: 2
Course 1st JAN 2014

adjusted by increasing and decreasing the amount of air supplied. The unit is made of non-
corrosive materials and since it has no moving parts, except for the air valve, it is virtually
maintenance free and has an indefinite lifespan. The Tornado 3 is supplied with a tripod.

Fig: Tornado 3 medium sized cleaning jet

Chemicals Cleaning procedure

NOTE: Make sure you use personal protection equipment at all times when handling various
chemical handling equipment.

Step 1 – Dry cleaning

When cleaning after dry cargo such as cement or coal, it is recommended to sweep and
muck out as much residue as possible before any liquids are used.

Step 2 – Pre washing

• Assemble the Tornado 3 Cleaning Jet

• Turn on the water and air flow.
• Open the ball valve on the barrel, and start flushing from the tank top and move the
water jet in a sweeping pattern upwards.
• When the top is reached, move the cleaning jet to a new location and repeat.
• Continue until the whole hold is rinsed.

Step 3 – Cleaning with chemicals

• Assemble the Chemical Applicator 150 & Long Reach Lance.

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BANGLADESH MARITIME Able Seafarer Deck Ratings Issue Date:
TRAINING INSTITUTE (BMTI) Issue No.: 2
Course 1st JAN 2014

• Attach the Foam nozzle to the Lance (recommended for foaming chemicals).
• With the discharge valve closed, open the filling valve and the overflow valve.
• Fill the tank with water up to the overflow valve (until the water starts to flow out of
the valve).
• Close the overflow valve and add chemicals according to recommendation.
• Close the filling valve.
• Open the air inlet valve on the tank.
• Check the air pressure on the pressure gauge on top of the tank.
• When the pressure has reached 5 bar, open the chemical outlet valve.
• Gradually open the air and chemical valve on the lance, adjust both in order to obtain
optimal range and foam thickness.
• Apply chemicals from the tank top and upwards in a sweeping pattern until a section
is covered.
• Repeat until hold is covered. Depending on chemical used, the temperature and
moisture conditions, the exposure time may vary from 10 min to 2 hours.

NOTE: 2 fillings (50 litre of chemicals) of the Chemical Applicator 150 should cover one side
of the cargo hold.

Step 4 – Rinsing of chemical solution

• Assemble the Tornado 3 Cleaning Jet • Turn on the water and air flow. • Open the ball
valve on the barrel, and start flushing from the tank top and move the water jet in a sweeping
pattern upwards. • When the top is reached, move the cleaning jet to a new location and
repeat. • Continue until the hold is rinsed.

Step 5 – Application of temporary hold coating

• Make sure that the cargo hold is clean and dry before applying Slip-Coat.
• Assemble the Chemical Applicator 150 & Long Reach Lance
• Attach the SlipCoat nozzle to the Lance
• With the discharge valve closed, open the filling valve.
• Fill the tank with 125 litres of SlipCoat

NOTE: Slip-Coat is a “ready to use product and must not be mixed with water or diluted.

• Close the filling valve.

• Open the air supply to the tank, and the air inlet valve on the tank.
• Check the air pressure on the pressure gauge on top of the tank.
• When the pressure has reached 5 bar, open the chemical outlet valve at the bottom
of the tank.
• Open the chemical valve on the lance

NOTE: the air valve on the lance is not to be used in this application.

• Apply Slip-Coat from the top and downwards in a sweeping pattern until a section is
covered.
• As soon as the surface appears wet, a proper film is created.
• In order to keep the drying time to a minimum avoid thick layers. One litre of Slip-Coat
covers 15-20m2
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BANGLADESH MARITIME Able Seafarer Deck Ratings Issue Date:
TRAINING INSTITUTE (BMTI) Issue No.: 2
Course 1st JAN 2014

• Repeat until hold is covered.

NOTE: apply the hold coating in as thin layer as possible.
• Depending on the temperature and humidity, the drying time may vary from 10 min to 2
hours. Allow the film to dry completely before loading the cargo.

Step 6 – Rinsing of equipment

• Disconnect the ¾” Air supply hose from the Chemical applicator 150.
• Disconnect the ½” Air supply hose from the Lance.
• Close the Chemical outlet ball valve.
• Fill the Chemical applicator 150 with FRESH water all the way to the top.
• Open the Chemical outlet valve and flush the Chemical delivery hose and the Lance as
well as all nozzles that have been used.

cargo hold maintenance procedure

Hold maintenance should be included in the ship’s planned maintenance as part of a formal
inspection and defect reporting system. In addition, after every discharge and after each
cleaning, holds should be formally inspected by a competent person. This inspection should
be recorded, with photographs. This record of the hold status is useful for providing a
specification for repair and for dry-dock periods.

Planned maintenance system and hold inspection regime to include:

• holds framing – damaged and ‘tripped’ brackets

• hold bulkhead coatings – to be in an acceptable condition as required by owners and
by the particular trade
• condition of hatch covers, trackways, compression bars, channel drainage, hatch
rubbers, cross and side cleats. Hatch drain valves should be operational
• hatch and hold vents and watertight lids, including access hatch lids, to be in a sound
condition, with undamaged rubber packing and closing cleats and dogs to be
operating freely
• hopper sides and indents paint coating: damaged areas to be repaired
• attention to tank top damage and indents
• tank top double bottom or side tank access lid damage. If double bottom lids are
removed to inspect the tanks, they must be properly refitted. The condition and the
fitting of the gaskets must be checked by a competent person, and nuts should be
screwed down securely and pressure-tested before the next cargo is loaded
• hold ladders, platforms and hand rails should be in a sound and safe condition
• checks on hold piping, air vent and water ballast sounding lines, and piping
protection brackets
• bilge wells, including bilge covers, strum boxes, and bilge well valves, including non-
return valves should be in a clear and sound condition. Bilge systems are an
increasing cause of wet damage cargo claims. Non-return valves must be checked to
ensure they are fully operational. They should be included in the planned
maintenance system and formally checked every three to four months, operations
permitting. Bilge lines should be blown back to confirm the effectiveness of the valves
• bilge high-level alarms should be checked
• lights and light fittings should be checked as operational.

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BANGLADESH MARITIME Able Seafarer Deck Ratings Issue Date:
TRAINING INSTITUTE (BMTI) Issue No.: 2
Course 1st JAN 2014

There have been claims, including some of high value, where the ship and the cargo have
been in jeopardy after the hold lights were left on and/or the lighting wiring was in poor
condition, leading to fires in the cargo hold or the ladder trunking. All hold lighting circuits
should be disarmed prior to loading.

After each cargo hold is cleaned and prepared a formal inspection should be undertaken as
detailed above.

Fire fighting systems – if fitted

• fixed hold fire extinguishing systems, such as CO2 lines, should be blown through with
compressed air and checked to ensure they are free of dust and debris

Defects should be repaired promptly. All tank or hold damage that affects the hold integrity
must be repaired. This includes side and double bottom fuel and ballast tanks.

Safety

Hold cleaning, and operating high-pressure water wash guns at sea in a moving ship, is a
hazardous operation. All personnel must be trained and clearly advised as to their tasks. A
permit to work system should be operating and a ‘tool box’ talk should take place before
work begins. These safety concerns should be addressed:

1. hold cleaning operations to be authorised by master and chief officer. Bridge to be

contacted and kept informed
2. work permit system in place
3. master should carry out risk assessments in poor weather (enclosed space
precautions to be taken in closed hatches)
4. all personnel to wear correct personal protective equipment (PPE)
5. all personnel to be aware of the dangers and of their duties
6. only experienced and trained crew to use high-pressure wash guns
7. airlines and hoses should be in good condition
8. if chemicals are used, safety data sheets must be consulted and precautions taken
9. all equipment to be checked before use and confirmed to be in good condition
10. all ladders and accesses to be in sound condition
11. all portable ladders to be properly secured
12. proper lighting to be used
13. proper communications to be available between those in the hold, on deck and on
the bridge
14. lifting equipment must be in good condition

Paint systems

The more glossy the paint, the easier it is to clean. Epoxy coatings appear to be the most
common paint used for holds. If the holds need painting, sufficient time should be allowed to
cure and dry the paint. Unless advised otherwise by manufacturers, seven days should be
adequate in a well ventilated hold.
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BANGLADESH MARITIME Able Seafarer Deck Ratings Issue Date:
TRAINING INSTITUTE (BMTI) Issue No.: 2
Course 1st JAN 2014

Some cargoes such as processed grains are susceptible to taint from uncured paint. Stains
from petcoke are difficult to remove from some types of paints. The coke appears to be
‘burnt’ into the paint and a second high-pressure cleaning with brushing is often required.
What you can do:

• reduce the impact pressure of the cargo on the sides of the hold when loading, if
possible
• use high-pressure washing with chemicals
• use cherry-pickers to give crew direct or closer access to the hold sides (in port only)
• protect the hold paint before loading, with a prewash or barrier chemical. Check that
such chemical is compatible with any food stuff cargoes

Internal water ingress

Water ingress into the holds when carrying cargo is a common cause of cargo damage. This
can be the result of poor hatch cover integrity, or water ingress back though the bilge and
ballast system.

• check the bilge and ballast/eductor system non-return valves

• check that high-level alarms are operational
• consider blanking off bilge and ballast lines if washing-down
• empty holds when remaining holds contain water-sensitive cargoes
• check the integrity of ballast and fuel oil tank manhole lids
• ships with holds that are also used for seawater ballast must have the ballast lines
blanked off and tank top manhole lids securely fitted with gaskets in good condition

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